CN115140203A - Off-road vehicle - Google Patents

Off-road vehicle Download PDF

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Publication number
CN115140203A
CN115140203A CN202210340595.XA CN202210340595A CN115140203A CN 115140203 A CN115140203 A CN 115140203A CN 202210340595 A CN202210340595 A CN 202210340595A CN 115140203 A CN115140203 A CN 115140203A
Authority
CN
China
Prior art keywords
frame
coupled
vehicle
assembly
extending
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210340595.XA
Other languages
Chinese (zh)
Inventor
J·S·里昂
D·S·韦伯
基思·A·霍尔曼
阿伦·D·德卡德
T·J·萨里
B·A·霍姆
N·S·莱文
C·A·巴内特
史蒂芬·G·克雷恩
A·D·库尔
B·A·圣伊夫
B·鲁巴诺维奇
J·A·弗兰克
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Polaris Inc
Original Assignee
Polaris Industries Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Polaris Industries Inc filed Critical Polaris Industries Inc
Publication of CN115140203A publication Critical patent/CN115140203A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • B62D23/005—Combined superstructure and frame, i.e. monocoque constructions with integrated chassis in the whole shell, e.g. meshwork, tubes, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/18—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17
    • B62D21/183—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17 specially adapted for sports vehicles, e.g. race, dune buggies, go-karts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K13/00—Arrangement in connection with combustion air intake or gas exhaust of propulsion units
    • B60K13/02—Arrangement in connection with combustion air intake or gas exhaust of propulsion units concerning intake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K13/00—Arrangement in connection with combustion air intake or gas exhaust of propulsion units
    • B60K13/04—Arrangement in connection with combustion air intake or gas exhaust of propulsion units concerning exhaust
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03519—Valve arrangements in the vent line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q3/00—Arrangement of lighting devices for vehicle interiors; Lighting devices specially adapted for vehicle interiors
    • B60Q3/20—Arrangement of lighting devices for vehicle interiors; Lighting devices specially adapted for vehicle interiors for lighting specific fittings of passenger or driving compartments; mounted on specific fittings of passenger or driving compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q3/00—Arrangement of lighting devices for vehicle interiors; Lighting devices specially adapted for vehicle interiors
    • B60Q3/40—Arrangement of lighting devices for vehicle interiors; Lighting devices specially adapted for vehicle interiors specially adapted for specific vehicle types
    • B60Q3/41—Arrangement of lighting devices for vehicle interiors; Lighting devices specially adapted for vehicle interiors specially adapted for specific vehicle types for mass transit vehicles, e.g. buses
    • B60Q3/43—General lighting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/18—Anchoring devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B62D27/02—Connections between superstructure or understructure sub-units rigid
    • B62D27/023—Assembly of structural joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B62D27/06—Connections between superstructure or understructure sub-units readily releasable
    • B62D27/065—Connections between superstructure or understructure sub-units readily releasable using screwthread
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1205—Flow throttling or guiding
    • F02M35/1211—Flow throttling or guiding by using inserts in the air intake flow path, e.g. baffles, throttles or orifices; Flow guides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1255—Intake silencers ; Sound modulation, transmission or amplification using resonance
    • F02M35/1266—Intake silencers ; Sound modulation, transmission or amplification using resonance comprising multiple chambers or compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K2015/03032—Manufacturing of fuel tanks
    • B60K2015/03059—Fuel tanks with double shells or more
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K2015/03523—Arrangements of the venting tube
    • B60K2015/03528—Mounting of venting tubes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/04—Tank inlets
    • B60K2015/0458—Details of the tank inlet
    • B60K2015/0477—Details of the filler neck tank side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q2500/00—Special features or arrangements of vehicle interior lamps
    • B60Q2500/30—Arrangements for illuminating different zones in the vehicle, e.g. front/rear, different seats
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/02—Air cleaners
    • F02M35/024—Air cleaners using filters, e.g. moistened
    • F02M35/02475—Air cleaners using filters, e.g. moistened characterised by the shape of the filter element
    • F02M35/02483—Cylindrical, conical, oval, spherical or the like filter elements; wounded filter elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
    • F16L3/00—Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets
    • F16L3/22—Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets specially adapted for supporting a number of parallel pipes at intervals
    • F16L3/223—Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets specially adapted for supporting a number of parallel pipes at intervals each support having one transverse base for supporting the pipes
    • F16L3/2235—Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets specially adapted for supporting a number of parallel pipes at intervals each support having one transverse base for supporting the pipes each pipe being supported by a common element fastened to the base

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Seal Device For Vehicle (AREA)

Abstract

The vehicle shown herein is a side-by-side utility vehicle with a frame configured to efficiently transfer various loads to the entire frame. The vehicle may further or alternatively comprise: a deployment tray configured to hold various fluid lines of a vehicle; a transmission including a passive duct sound attenuation device; a door seal configured to allow the frame to contact the seal at an angle; a modular door actuation mechanism; and/or a modular skid.

Description

Off-road vehicle
This application claims priority from U.S. provisional patent application serial No. 63/168,525, entitled OFF-ROAD VEHICLE, filed on 3/31/2021, the entire disclosure of which is expressly incorporated herein by reference.
Technical Field
The present invention relates to off-road vehicles, including all-terrain vehicles ("ATVs") and utility vehicles ("UTVs").
Background
Typically, ATVs and UTVs are used to carry one or two passengers and a small amount of cargo over a wide variety of terrain. Due to the terrain that is often traveled when using such off-road vehicles, the frame of the vehicle is susceptible to damage. Additionally, various frame components may be required depending on the parameters of the vehicle. Accordingly, there is a need for a frame configured for efficiently transferring loads to reduce the likelihood of damage, while also efficiently manufacturing various frame components for use with vehicles of different configurations.
In addition, current ATVs and UTVs have various fluid lines extending across them that may interfere with other portions of the vehicle. Therefore, a routing tray is required to hold these lines.
Furthermore, powertrains for off-road vehicles may generate a significant amount of noise during operation. Accordingly, there is a need to reduce the amount of noise generated by the powertrain to improve the overall experience of the occupant when using the vehicle. In a similar manner, various components of the vehicle may be used to further seal the operator area from noise, moisture, debris, and the like. For example, when a vehicle includes doors, there is a need for effective sealing and locking of the doors (or other components).
Disclosure of Invention
In one embodiment of the present disclosure, a vehicle includes: a frame comprising a lower frame portion; a front and rear ground-contacting members supporting the frame; a powertrain drivingly coupled to at least one of the front ground contacting member and the rear ground contacting member; and a seating area supported by the frame, wherein the lower frame portion includes a front frame portion, a pair of longitudinally extending frame members coupled to the front frame portion, and a bracket coupled to the pair of longitudinally extending frame members and the front frame portion and configured to transfer a load received by the front frame portion rearward to at least the pair of longitudinally extending frame members.
The vehicle as described above, wherein the bracket includes a first portion extending in a first direction, and a second portion extending in a second direction different from the first direction.
The vehicle as described above, wherein the bracket defines an X-shape.
The vehicle as described above, wherein the lower frame portion further includes a pair of longitudinally extending outer frame members coupled to the front frame portion, and a horizontally extending frame member coupling the pair of longitudinally extending frame members and the pair of longitudinally extending outer frame members.
The vehicle of above, wherein the bracket includes a first portion extending between a first one of the pair of longitudinally extending frame members and the horizontally extending frame member and a second cross member extending between a second one of the pair of longitudinally extending frame members and the horizontally extending frame member.
The vehicle of above wherein the bracket further comprises a pair of support frame members, a first of the pair of support frame members extending between the first cross member and the horizontally extending frame member and a second of the pair of support frame members extending between the second cross member and the horizontally extending frame member.
In another embodiment of the present disclosure, a vehicle includes: a frame comprising a frame lower portion, wherein the frame lower portion comprises at least a first frame portion and a second frame portion, and the first frame portion comprises at least a first frame member and a second frame member coupled to the first frame member; a front ground-contacting member and a rear ground-contacting member supporting the frame, and the first frame portion is generally positioned adjacent the front ground-contacting member and the second frame portion is positioned longitudinally rearward of the first frame portion; a front suspension assembly operatively coupled to the front ground contacting members, and the first and second frame members are positioned adjacent the front suspension assembly; a powertrain drivingly coupled to at least one of the front ground contacting member and the rear ground contacting member; a seating area supported by the frame; and a bumper coupled to the frame lower portion, wherein the bumper is coupled to the second frame member, and the bumper and the first and second frame members are configured to transfer a load received by the bumper at least to the first frame portion and toward the second frame portion.
The vehicle as described above, wherein the first frame member and the second frame member are each U-shaped.
The vehicle of above, wherein the second frame member is positioned forward of at least a portion of the front suspension assembly and the first frame member is positioned rearward of the portion of the front suspension assembly.
The vehicle as described above, wherein the second frame member is positioned longitudinally intermediate the first frame member and the bumper.
The vehicle as described above, wherein the lower frame portion further includes a front frame bracket coupled to the second frame member, the bumper being coupled to the front frame bracket.
The vehicle of above, wherein the bumper includes at least one armature, the bumper being coupled to the second frame member at a location directly behind the at least one armature.
In yet another embodiment, a vehicle includes: a frame comprising a frame lower portion, wherein the frame lower portion comprises a first frame member, a second frame member coupled to the first frame member, a pair of frame members coupled to the first frame member, and a bracket coupled between the second frame member and one of the pair of frame members; a front and rear ground-contacting members supporting the frame; a suspension assembly coupled between the front and rear ground contacting members and the frame, and the bracket is configured to support at least a portion of the suspension assembly; and a powertrain drivingly coupled to at least one of the front ground contacting member and the rear ground contacting member.
The vehicle of the above, wherein the bracket is forward of at least a portion of the one of the pair of frame members and rearward of a front portion of the U-shaped second frame member.
The vehicle of above, wherein the bracket includes a notch along an upper surface of the bracket.
The vehicle as described above, wherein the frame lower portion further includes a second bracket coupled to the bracket and the one of the pair of frame members.
The vehicle as described above, wherein the pair of frame members are angled and extend vertically.
The vehicle as described above, wherein the first frame member and the second frame member are U-shaped.
In another embodiment, a vehicle frame includes: a cab frame; a frame lower portion having a first frame member, a first pair of vertically extending frame members, and a second pair of vertically extending frame members, wherein the first and second pairs of vertically extending frame members are coupled to an end of the first frame member; and a bracket assembly coupling the cab frame and a lower portion of the frame.
A frame as in the previous paragraph, wherein at least a portion of each of the second pair of vertically extending frame members extends through one end of the U-shaped frame member.
The frame as described above, wherein the first pair of vertically extending frame members are coupled to the first frame member forward of the location of the point at which the cab frame is coupled to the lower portion of the frame, and the second pair of vertically extending frame members are coupled to the first frame member rearward of the location of the point at which the cab frame is coupled to the lower portion of the frame.
The frame as described above, wherein the bracket assembly includes a first bracket coupled to the cab frame, and a second bracket coupled to an end of the first frame member, the first bracket having a lower coupling interface, and the second bracket having an upper coupling interface configured to couple with the lower coupling interface of the first bracket in a generally vertical orientation.
The frame as described above, wherein the second bracket comprises an inverted U-shaped bracket and a pair of bushings extending through the inverted U-shaped bracket.
The frame as described above, wherein the first bracket includes an inner flange and an outer flange, and the upper coupling interface of the second bracket is configured to be received laterally between the inner flange and the outer flange.
The frame as described above, wherein the first frame member is U-shaped.
In another embodiment, a bracket assembly for coupling an upper frame assembly of a vehicle to a lower frame assembly of the vehicle includes: a first bracket having a lower coupling interface; and a second bracket having an upper coupling interface configured to couple with the lower coupling surface of the first bracket in a generally vertical orientation.
The bracket assembly as described above, wherein the first bracket includes an inner flange and an outer flange, and the upper coupling interface of the second bracket is configured to be laterally received between the inner flange and the outer flange.
In yet another embodiment, a vehicle includes: a frame including a frame lower portion including a front frame portion, a rear frame portion, and a pair of longitudinally extending first frame members coupled to the front frame portion and the rear frame portion, and the rear frame portion including a pair of longitudinally extending second frame members positioned inboard of the pair of longitudinally extending first frame members; front and rear ground-contacting members supporting the frame; and a powertrain drivingly coupled to at least one of the front ground contacting member and the rear ground contacting member, wherein the lower frame portion further includes a bracket coupled to and angled inwardly from one of the pair of longitudinally extending first frame members and one of the pair of longitudinally extending second frame members.
The vehicle as described above, further comprising a suspension assembly, the rearward surface of the bracket being configured to be coupled to at least a portion of the suspension assembly.
In another embodiment, a routing tray includes a base configured to be coupled to a frame of a vehicle; and a plurality of channels extending across at least a portion of the base, each of the plurality of channels configured to receive a catheter, wherein the plurality of channels are integrally formed with the base.
The deployment disk as described above, wherein the plurality of channels are molded into the base.
The deployment disk as described above, further comprising at least one living hinge configured to cover at least a portion of at least one of the plurality of channels to retain at least one of the conduits within the at least one of the plurality of channels.
The deployment disk as described above, further comprising at least one clamp molded within the base, the at least one clamp configured to retain at least one of the conduits within the at least one clamp.
In yet another embodiment, a vehicle includes: a frame; front and rear ground-contacting members supporting the frame; and a powertrain drivingly coupled to at least one of the front and rear wheels, the powertrain including an engine and a transmission, and the transmission including an intake assembly and an exhaust assembly, wherein at least one of the intake assembly and the exhaust assembly of the transmission includes a passive ducted sound attenuation device.
The vehicle as described above, the powertrain further comprising an engine intake assembly and an engine exhaust assembly operatively coupled to the engine, wherein at least one of the engine intake assembly and the engine exhaust assembly includes a passive ducted sound attenuation device.
The vehicle of above, wherein the passive ducted sound attenuation apparatus includes a plurality of ducts, and at least one duct of the plurality of ducts includes a duckbill drain.
The vehicle as described above, wherein the sound attenuating device is one of a baffle box and a passive duct sound attenuating device.
The vehicle of above, wherein the sound attenuating device is the passive pipe sound attenuating device.
In another embodiment, a vehicle includes: a frame having a plurality of frame members; front and rear ground-contacting members supporting the frame; a driveline drivingly coupled to at least one of the front and rear wheels; a seating area supported by the frame; and at least one door supported by the frame adjacent to the seating area, wherein the at least one door includes a seal around a perimeter of an inner surface of the at least one door, the seal configured to engage at least one of the plurality of frame members, the seal including a flat portion and a rounded portion, the flat portion and the rounded portion configured to allow the at least one of the plurality of frame members to contact the seal at an angle.
The vehicle of above, wherein the seal is a continuous seal around a perimeter of the inner surface of the at least one door.
The vehicle as described above, wherein the rounded portion extends upwardly from the first end of the flat portion.
The vehicle as described above, wherein the seal further includes a Y-shaped portion coupled between the flat portion and the rounded portion.
In another embodiment, a vehicle includes: a frame having a plurality of frame members; a front and rear ground-contacting members supporting the frame; a driveline drivingly coupled to at least one of the front and rear wheels; a seating area supported by the frame; and at least one door supported by the frame adjacent to the seating area, wherein the at least one door includes an external actuation mechanism having a lock cylinder removably coupled to the actuation mechanism.
In yet another embodiment, a vehicle includes: a frame having a plurality of frame members; front and rear ground-contacting members supporting the frame; a driveline drivingly coupled to at least one of the front and rear wheels; a seating area supported by the frame; and at least one door supported by the frame adjacent the seating area, wherein the at least one door includes an actuation mechanism having an internal actuation mechanism, an external actuation mechanism, and a latch mechanism, the internal actuation mechanism configured to actuate the latch mechanism independently of the external actuation mechanism.
The vehicle as described above, wherein the interior actuation mechanism includes a handle and a wire coupling the handle to the latch mechanism.
The vehicle as described above, wherein the latch mechanism includes a rotatable lever to which the wire of the internal actuation mechanism couples the handle.
The vehicle as described above, wherein the latch mechanism further comprises a latch and a latch catch mechanism, the latch catch mechanism comprising a first latch catch plate and a second latch catch plate, the first and second latch catch plates configured to engage with each other to catch the latch, the rotatable lever configured to engage the first latch catch plate.
The vehicle as described above, wherein the external actuation mechanism includes a handle and a wire coupling the handle to the latch mechanism.
The vehicle as described above, wherein the latch mechanism further includes a latch and a latch strike mechanism, the latch strike mechanism including a first latch strike plate and a second latch strike plate configured to engage with each other to strike the latch, the wire of the external actuation mechanism coupling the handle of the external actuation mechanism to the first latch strike plate.
In another embodiment, a vehicle includes: a frame; front and rear ground-contacting members supporting the frame; a driveline drivingly coupled to at least one of the front and rear wheels; a seating area supported by the frame; and an anti-collision skid coupled to the frame, wherein the anti-collision skid comprises at least two of a first portion, a second portion, and a third portion, the first portion comprising a first end configured to couple with either of the second portion and the third portion, the second portion having a first end configured to couple with either of the first portion and the second portion, and the third portion having a first end configured to couple with the first portion and a second end configured to couple with the second portion.
The vehicle of above, wherein the crashworthy slide includes the first portion and the second portion, the first end of the first portion being coupled to the first end of the second portion.
The vehicle as described above, wherein the crashworthy slide includes the first portion, the second portion, and the third portion, the first end of the first portion is coupled to the first end of the third portion, and the first end of the second portion is coupled to the second end of the third portion.
The vehicle as described above, wherein the first end of the first portion is a rear end of the first portion and the first end of the second portion is a front end of the second portion.
Drawings
FIG. 1 is a front left perspective view of a vehicle of the present disclosure having a first embodiment of a body assembly;
FIG. 2 illustrates a rear right perspective view of the vehicle of FIG. 1;
FIG. 3 shows a right side elevational view of the vehicle of FIG. 1;
FIG. 4 shows a left side elevational view of the vehicle of FIG. 1;
FIG. 5 illustrates a top plan view of the vehicle of FIG. 1;
FIG. 6 illustrates a front elevational view of the vehicle of FIG. 1;
FIG. 7 illustrates a rear elevational view of the vehicle of FIG. 1;
FIG. 8 illustrates a rear right perspective view of the vehicle of FIG. 1 having a second embodiment of the body assembly;
FIG. 9 illustrates a front left perspective view of the frame of the vehicle of FIG. 1;
FIG. 10 shows a rear right perspective view of the frame of FIG. 9;
FIG. 11 shows a front left perspective view of the cab frame of the frame of FIG. 9;
FIG. 12 shows an exploded view of the middle frame portion of the cab frame of FIG. 11;
FIG. 13 illustrates an exploded view of a bracket assembly coupling the front frame portion of the cab frame of FIG. 11 to the lower frame portion of the frame of FIG. 9;
FIG. 14 illustrates a cross-sectional view of the frame member of the cab frame of FIG. 11, taken along line 14-14 of FIG. 11;
FIG. 15 shows a front left perspective view of a lower portion of the frame of FIG. 9;
FIG. 16 shows a rear right perspective view of the lower portion of the frame of FIG. 15;
fig. 17 illustrates a bottom plan view of a front portion of the frame lower portion of fig. 15, with the ground contacting member and the front suspension assembly operatively coupled to the frame lower portion;
FIG. 18 illustrates a lower left perspective view of a rear portion of the frame lower portion of FIG. 15 with a rear suspension assembly operatively coupled to the frame lower portion;
figure 19 shows a top plan view of a rear portion of the frame lower part of figure 18 with the rear suspension assembly removed;
FIG. 20 illustrates a left side elevational view of the front portion of the frame lower portion of FIG. 17 with the ground contacting member removed and a bumper coupled to the front portion of the frame lower portion;
FIG. 21 shows a top plan view of the front portion of the lower frame portion of FIG. 20 and a bumper;
FIG. 22 shows a rear right perspective view of a front stabilizer bar mounting bracket of the front portion of the lower frame portion of FIG. 15;
FIG. 23 shows a bottom plan view of a portion of the frame of FIG. 9 with the first and second embodiments of the deployment disk of the present disclosure coupled thereto;
FIG. 24 shows a perspective view of the first embodiment of the deployment disk of FIG. 23;
FIG. 25 shows a perspective view of a second embodiment of the deployment disk of FIG. 23;
FIG. 26 illustrates a bottom, left front perspective view of the skid plate of the present disclosure coupled to the lower portion of the frame of FIG. 15;
FIG. 27 shows an exploded view of the skid plate of FIG. 26;
FIG. 28 illustrates an exploded view of a coupling between a portion of the skid plate of FIG. 26 and a portion of the lower frame portion of FIG. 15;
FIG. 29 illustrates a front left perspective view of the front suspension assembly of the present disclosure;
FIG. 30 shows a bottom exploded perspective view of the upper alignment arm ("A-arm") and the half-casting of the front suspension assembly of FIG. 29;
FIG. 31 illustrates a front left perspective view of the rear suspension assembly of the present disclosure;
FIG. 32 illustrates a rear left perspective view of the rear suspension assembly of FIG. 31 coupled to the lower frame portion of FIG. 15;
FIG. 33 shows a bottom plan view of the rear suspension assembly and lower frame portion of FIG. 32;
FIG. 34 illustrates a rear left enlarged perspective view of a first side assembly of the rear suspension assembly of FIG. 32;
FIG. 35 illustrates a rear left perspective view of the rear control arm mount of the rear suspension assembly of FIG. 32;
FIG. 36 shows an exploded view of the rear control arm mount of FIG. 35;
FIG. 37 shows a front left perspective view of the seating area of the vehicle of FIG. 1;
FIG. 38A shows a left side elevational view of the front driver or passenger seat of the seating area of FIG. 37;
figure 38B shows a left side elevational view of the rear passenger seat of the seating area of figure 37;
FIG. 39 shows a left rear perspective view of the rear passenger seat of FIG. 38B coupled to the rear portion of the frame of FIG. 9;
FIG. 40 illustrates a rear left perspective view of the frame portion of the seat back and seat bottom of the rear passenger seat of FIG. 39 coupled to the lower frame portion of the frame of FIG. 9;
FIG. 41 illustrates a front left perspective view of a frame portion of the seat back of FIG. 40;
fig. 42 shows an enlarged perspective view of a rear wiper assembly of the present disclosure;
fig. 43 shows a front left perspective view of a cab frame of the frame of fig. 9 with the front wiper assembly and the rear wiper assembly of fig. 42 coupled thereto;
fig. 44 shows an enlarged bottom right perspective view of the cab frame, front wiper assembly, and rear wiper assembly of fig. 43;
FIG. 45 shows a bottom left perspective view of the first embodiment of the hood latch assembly of the present disclosure;
FIG. 46 shows an exploded view of the hood latch assembly of FIG. 45;
FIG. 47 illustrates a hood latch assembly cross-sectional view of FIG. 45 taken along line 47-47 of FIG. 45;
FIG. 48 shows a bottom left perspective view of the second embodiment of the hood latch assembly of the present disclosure;
FIG. 49 illustrates an exploded view of the hood latch assembly of FIG. 48;
FIG. 50 illustrates the hood latch assembly cross-sectional view of FIG. 48 taken along line 50-50 of FIG. 48;
FIG. 51 illustrates a right front perspective view of a third embodiment of the hood latch assembly of the present disclosure coupling the front body panel to the hood panel;
FIG. 52 illustrates a cross-sectional view of the third embodiment of the hood latch assembly of FIG. 51 in a latched position;
FIG. 53 illustrates a cross-sectional view of the third embodiment of the hood latch assembly of FIG. 51 in an unlatched position;
FIG. 54 illustrates an interior perspective view of the door of the vehicle of FIG. 1 with an interior panel of the door removed;
FIG. 55 illustrates a rear right enlarged perspective view of a center console of the present disclosure having a window control and a shifter with a winch control;
FIG. 56 illustrates a cross-sectional view of the seal of the door of FIG. 54, taken along line 56-56 of FIG. 54;
FIG. 57 shows an interior perspective view of the actuation mechanism of the door of FIG. 54;
FIG. 58 shows an external perspective view of the actuation mechanism of FIG. 57;
FIG. 59 shows an exploded perspective view of the exterior handle of the door of FIG. 54;
FIG. 60 illustrates a right front exterior perspective view of a hinge assembly for coupling the door of FIG. 54 to the lower portion of the frame of FIG. 15;
FIG. 61 shows an enlarged perspective view of the hinge assembly of FIG. 60;
FIG. 62 illustrates an exploded view of the hinge assembly of FIG. 61;
FIG. 63A illustrates a cross-sectional view of the hinge assembly of FIG. 61 in a fully open position taken along lines 63A, B of FIG. 61;
FIG. 63B illustrates a cross-sectional view of the hinge assembly of FIG. 61 in a closed position taken along lines 63A, B of FIG. 61;
FIG. 64 illustrates a front left enlarged perspective view of the interior of the vehicle of FIG. 1 with the door removed, wherein the interior includes a first step adjacent to a driver or passenger seat of the vehicle of FIG. 1 and a second step adjacent to a rear passenger seat of the vehicle of FIG. 1;
FIG. 65 illustrates a cross-sectional view of the cargo area of the vehicle of FIG. 1 taken along line 65-65 of FIG. 3, wherein the cargo area includes a bed and a tailgate;
fig. 66 shows an enlarged top perspective view of the floor of the base of the cargo area of fig. 65, wherein the floor includes an access panel;
FIG. 67 illustrates a bottom plan view of the plinth of the cargo area of FIG. 65, wherein the plinth includes a hood positioned below the floor of the plinth;
FIG. 68 shows an exploded perspective view of the base and shield of FIG. 67;
FIG. 69 shows an enlarged exploded view of the access panel and floor of the base of FIG. 66 and a portion of the shroud of FIG. 67;
FIG. 70 illustrates a cross-sectional view of the base and shroud of FIG. 66, taken along line 70-70 of FIG. 66;
FIG. 71 illustrates a rear left enlarged perspective view of a restraint bracket of the base of the cargo area of FIG. 66;
FIG. 72 shows a side elevational view of the restraint bracket of FIG. 71 in an overextended restraint configuration;
FIG. 73 shows a side elevational view of the restraint bracket of FIG. 71 in a retained open configuration;
fig. 74 illustrates a left rear enlarged perspective view of a top portion of the tailgate of the cargo area of fig. 65, wherein the tailgate includes a removable cover;
FIG. 75 illustrates an enlarged rear exploded perspective view of the top of the tailgate of FIG. 74;
FIG. 76 shows a front right perspective view of a first embodiment of a powertrain of the vehicle of FIG. 1, the powertrain including an engine having an intake assembly and an exhaust assembly, and a transmission having a cooled intake assembly and a cooled exhaust assembly;
FIG. 77 illustrates a front left perspective view of a portion of an intake assembly of the engine and a cooled exhaust assembly of the transmission of FIG. 76;
FIG. 78 shows a perspective view of a piping component of the powertrain of FIG. 76;
FIG. 79 illustrates a cross-sectional view of the duct member of FIG. 78;
FIG. 80 shows a front right perspective view of a second embodiment of a powertrain of the vehicle of FIG. 1;
FIG. 81 shows an air filter assembly of the air intake assembly of FIG. 77;
FIG. 82 shows an exploded view of the air filter assembly of FIG. 81;
FIG. 83 illustrates a cross-sectional view of the air filter assembly of FIG. 81 taken along line 83-83 of FIG. 81;
FIG. 84 shows a front left perspective view of a portion of the engine and exhaust assembly of FIG. 76;
FIG. 85 shows a front left exploded perspective view of a portion of the engine and exhaust assembly of FIG. 84;
FIG. 86 illustrates a right front perspective view of a portion of a cooling assembly and a heating, ventilation and air conditioning ("HVAC") system of the present disclosure;
FIG. 87 illustrates a perspective view of the first embodiment of the coolant bottle of the cooling assembly of FIG. 86 coupled to the base of the cargo area of the vehicle of FIG. 1 when the base is secured relative to the frame of the vehicle of FIG. 1;
fig. 88 shows a perspective view of the second embodiment of the coolant bottle of fig. 86 coupled to a cooling assembly of the frame of the vehicle of fig. 1 between a seating area and a base of the vehicle of fig. 1 when the base is tiltable relative to the frame of the vehicle of fig. 1;
FIG. 89 illustrates a perspective view of a removable side panel of the vehicle of FIG. 1 for providing access to coolant bottles;
FIG. 90 shows an exploded view of the removable side panel and the body panel of the vehicle of FIG. 1;
FIG. 91 shows an exploded view of the latch and body of the removable side panel of FIG. 90;
FIG. 92 shows a rear left perspective view of the transmission of FIG. 76;
FIG. 93 illustrates a right front perspective view of the HVAC system of the present disclosure coupled to the front portion of the lower frame portion of FIG. 15;
FIG. 94 illustrates a right front perspective view of the HVAC system of FIG. 93;
FIG. 95 illustrates a front left perspective view of an air intake duct of the HVAC system of FIG. 93, wherein the air intake duct includes an air filter;
FIG. 96 illustrates a front left perspective view of an air guide duct of the HVAC system of FIG. 93;
FIG. 97 shows an exploded view of the vent assembly and the forward cabin eductor of the air directing duct of FIG. 96;
FIG. 98 illustrates an enlarged cut-away view of the left side of the vehicle of FIG. 1 showing an HVAC ejector of the present disclosure;
FIG. 99 illustrates an enlarged perspective view of the HVAC ejector of FIG. 98 coupled to the frame of the vehicle of FIG. 1;
fig. 100 shows a perspective view of a fuel tank of the present disclosure;
FIG. 101 shows a side elevational view of the fuel tank of FIG. 100;
FIG. 102 illustrates a cross-sectional view of the fuel tank of FIG. 100, taken along line 102-102 of FIG. 100;
FIG. 103 illustrates a schematic diagram of a voltage regulator/rectifier of the present disclosure;
104A-104B illustrate control circuitry/logic of the voltage regulator/rectifier of FIG. 103, the stator of the present disclosure, and/or the battery of the present disclosure;
FIG. 105 illustrates a perspective view of the cup holder of the present disclosure in a stored or closed configuration;
FIG. 106 shows a perspective view of the cup holder of FIG. 105 in an open or use configuration;
FIG. 107 shows an exploded view of the cup holder of FIG. 105;
FIG. 108 is a front left perspective view of a vehicle of the present disclosure having another embodiment of a body assembly;
FIG. 109 illustrates a rear right perspective view of the vehicle of FIG. 108;
FIG. 110 is a front left perspective view of a vehicle of the present disclosure having another embodiment of a body assembly;
FIG. 111 shows a rear right perspective view of the vehicle of FIG. 110;
FIG. 112 illustrates an exploded view of a portion of a skid plate of the present disclosure;
FIG. 113 illustrates a retention clip of the skid plate of FIG. 112;
FIG. 114 shows a portion of the skid plate of FIG. 112;
FIG. 115 illustrates a cab frame of the present disclosure;
fig. 116 shows a support bracket of the cab frame of fig. 115;
FIG. 117 shows a bottom perspective view of the support bracket of FIG. 116;
FIG. 118 shows an exploded view of the support bracket of FIG. 116;
FIG. 119 shows an exploded view of the support bracket of FIG. 116;
FIG. 120 illustrates a perspective view of the shock absorber supporting the cargo box of the present disclosure;
figure 121 illustrates an exploded view of the shock absorbing mount of the shock absorbing member of figure 120;
FIG. 122 illustrates an exterior side perspective view of a door frame of the present disclosure;
FIG. 123 shows an interior side perspective view of the door frame of FIG. 122;
FIG. 124 shows an exploded view of the door frame of FIG. 122;
fig. 125 illustrates a perspective view of a hinge assembly of the present disclosure;
FIG. 126 illustrates an exploded view of the hinge assembly of FIG. 125;
FIG. 127 illustrates an exploded view of the door restraint assembly of the present disclosure;
FIG. 128 illustrates a perspective view of the door restraint assembly of FIG. 127 on a door of the present disclosure;
FIG. 129 illustrates a perspective view of a door stop of the present disclosure;
FIG. 130 shows a top view of the door stop of FIG. 129;
FIG. 131 shows a vehicle of the present disclosure a perspective view of the front body assembly of (a);
FIG. 132 illustrates a cross-sectional view of the power port of the present disclosure taken along line 132-132 of FIG. 131;
FIG. 133 illustrates an exploded view of the grid holding assembly of the present disclosure;
FIG. 134 illustrates an exploded view of the hood assembly of the present disclosure;
FIG. 135 illustrates a rear perspective view of a center console of the vehicle of the present disclosure;
FIG. 136 illustrates a front perspective view of the center console of FIG. 135;
FIG. 137 illustrates an exploded view of the center console of FIG. 135;
FIG. 138 illustrates a perspective view of an instrument panel of the vehicle of the present disclosure;
FIG. 139 shows a bottom perspective view of the instrument panel of FIG. 138;
fig. 140 illustrates an exploded view of a storage area within a cargo area of the present disclosure;
fig. 141 shows a perspective view of a rear seating area of a vehicle of the present disclosure;
figure 142 shows the headrest region of the rear seating row of figure 141;
FIG. 143 shows the back row of FIG. 141 a perspective view of a frame of a seating area;
figure 144 illustrates the seatbelt retention system of the seating area of the present disclosure;
fig. 145 shows an exploded view of the seatbelt retention system of fig. 144;
fig. 146 shows a perspective view of a retaining member of the belt retention system of fig. 144;
figure 147 illustrates a perspective view of a rear seating area of the present disclosure;
FIG. 148 illustrates a portion of a rear seating row and cargo area of a vehicle of the present disclosure with the rear seats in an upward position;
FIG. 149 illustrates a portion of a rear seating and cargo area of a vehicle of the present disclosure with the rear seat in a downward position;
figure 150 illustrates a side view of a rear seating area of the present disclosure;
FIG. 151 illustrates a rear left perspective view of the rear window assembly of the present disclosure;
FIG. 152 shows a cross-section taken along line 83-83 of FIG. 81;
FIG. 153 shows an enhanced view of a section of the air filter seal of FIG. 152; and is
FIG. 154 illustrates an engine intake assembly of the present disclosure.
Detailed Description
Referring first to fig. 1 to 8, a vehicle of the present disclosure will now be described. As shown, the vehicle, generally designated by reference numeral 2, includes a front ground contacting member 4 and a rear ground contacting member 6. Front ground contacting member 4 includes a wheel 8 and a tire 10, and rear ground contacting member 6 includes a wheel 12 and a tire 14. Ground contacting members 4 and 6 support a vehicle frame, shown generally at 20 (fig. 9 and 10), by a front suspension assembly 22 and a rear suspension assembly 24, respectively. The vehicle frame 20 supports a seating area 26 (fig. 9, 10, and 37) including at least a driver seat 28 and a front passenger seat 30 (fig. 37), and a body assembly 40 including a plurality of body panels that define at least the exterior surfaces of the vehicle 2 and a cargo area 41, as described in further detail below. The body assembly 40 may also include body panels that define various interior surfaces, such as a floor panel, at least a portion of an instrument panel assembly, interior trim, and the like. In various embodiments, the seating area 26 further includes a rear passenger seat 32 (fig. 37) positioned rearward of the driver seat 28 and the passenger seat 30. The vehicle 2 further comprises a steering assembly (not shown) for steering the front ground contacting member 4, wherein the steering assembly comprises steerable wheels (not shown) which are tiltable and longitudinally movable. In various embodiments, the steering wheel may be heated, and/or include various actuation mechanisms (i.e., buttons, handles, levers, etc.) to control various aspects of the vehicle 2 (i.e., radio, speed control, etc.).
Referring to fig. 9-22, the frame 20 of the vehicle 2 includes a cab frame 36 extending generally above the seating area 26, and a frame lower portion 38 positioned below the cab frame 36 and supporting the cab frame.
Referring to fig. 9-13, the cab frame 36 of the frame 20 is described in further detail. The cab frame 36 generally includes a front frame portion 42 and a rear frame portion 44, with the front and rear frame portions 42, 44 being coupled together via a pair of longitudinally extending frame members 43. Generally, the cab frame 36 is coupled to the lower frame portion 38 via a first set of downwardly extending frame members 46 of the front frame portion 42 and a second set of downwardly extending frame members 48 of the rear frame portion 44. In various embodiments, the cab frame 36 may further include an intermediate frame portion 45 coupled between the front and rear frame portions 42, 44, wherein the intermediate frame portion 45 is coupled to the lower frame portion 38 via a third set of downwardly extending frame members 50. When the seating area 26 includes only the driver seat 28 and the passenger seat 30, the cab frame 36 may include only the front frame portion 42 and the rear frame portion 44, and the cab frame 36 may be coupled to the frame lower portion 38 via the first and second sets of downwardly extending frame members 46 and 48, respectively, without any casting. When the seating area 26 includes the driver seat 28, the passenger seats 30, and the rear passenger seats 32, the cab frame 36 includes a front frame portion 42, a middle frame portion 45, and a rear frame portion 44, and the cab frame 36 is coupled to the frame lower portion 38 via a first set of downwardly extending frame members 46, a third set of downwardly extending frame members 50, and a second set of downwardly extending frame members 48, respectively, wherein the frame members 50 may include castings 56 for coupling the frame members 50 to the frame lower portion 38.
The front frame portion 42 of the cab frame 36 generally includes downwardly extending frame members 46 and horizontal frame members 58 coupled between the downwardly extending frame members 46. In various embodiments, the downwardly extending frame members 46 of the front frame portion 42 may be integrally formed as a single piece with the longitudinally extending frame members 43. The downwardly extending frame members 46 are each generally coupled to the frame lower portion 38 via a bracket assembly 60. Referring to fig. 13, the bracket assembly 60 generally includes a first portion 62 and a second portion 64, wherein the first portion 62 is coupled to the frame lower portion 38 and the second portion 64 is coupled to the downwardly extending frame member 46. In one embodiment, the first portion 62 generally includes a bracket 66 (illustratively an inverted U-shaped bracket), and a pair of bushings 68 extending through the bracket 66. In other embodiments, the bushing 68 may be located on or in a portion of the frame lower portion 38 (illustratively the frame member 120), with the portion 67 of the bracket 66 extending below the bushing 68 to support the bushing 68 and create an effective load path, with loads from the downwardly extending frame member 46 being transferred to the bushing 68, and with the portion 67 of the bracket 66 extending between the bushing 68 and the lower frame 38, the loads being transferred to the lower frame 38. The spacing between the bushing 68 and/or the coupler 76 (described below) is optimized to react to the load. It will be appreciated that depending on the application, it may be desirable to have more or less spacing between the bushing 68 and/or the coupler 76 (e.g., the more difficult it is to react to a load). The second portion 64 of the bracket assembly 60 generally includes a pair of triangular brackets 70 coupled to one side of the frame member 46 and each having an opening 71 and a plate 72 extending downwardly therefrom, wherein the plates 72 include openings 74 for coupling the second portion 64 to the first portion 62 at the bushings 68 of the first portion 62 via a coupler 76. In various embodiments, these plates 72 are integrally formed with the triangular brackets 70. Further, the coupler 76 may include at least one bolt 73, at least one nut 75 coupled to the bolt 73, and a plate 77 configured to retain the nut 75 and couple to the bracket 70 via a coupler 79, such that the nut 75 is not necessarily fully accessible to couple with the bolt 73. In various embodiments, nut 75 may be welded to plate 77 to retain nut 75.
The rear frame portion 44 of the cab frame 36 generally includes a second set of downwardly extending frame members 48 coupled to the longitudinally extending frame members 43, and a pair of downwardly extending frame members 78 positioned rearward of the downwardly extending frame members 48. The rear frame portion 44 further includes a horizontally extending first frame member 80 coupled between top ends 82 of the downwardly extending frame members 78, a horizontally extending second frame member 84 extending between the downwardly extending frame members 78 and located at a position below the horizontally extending first frame member 80, and a horizontally extending third frame member 86 extending between the downwardly extending frame members 48 and located forward of the horizontally extending second frame member 84 and vertically below the horizontally extending first frame member 80. The rear frame portion 44 also includes a pair of longitudinally extending frame members 88, each coupled between one of the downwardly extending frame members 48 and one of the downwardly extending frame members 78 at a location vertically below each of the horizontally extending first frame member 80, the horizontally extending second frame member 84, and the horizontally extending third frame member 86.
In various embodiments, the third set of downwardly extending frame members 50 may be integrally formed with frame members 52 (fig. 12) extending from the first side 3 of the vehicle 2 to the second side 5 of the vehicle 2, or alternatively may be a separate component from and removably coupled with the frame members 52. In at least one embodiment, the frame members 50, 52 define a single, unitary piece. The frame member 52 is generally defined by a horizontally extending portion 54 extending between the downwardly extending portions 50 and is coupled to the longitudinally extending frame member 43 via a bracket 55. When the seating area 26 of the vehicle 2 further includes the rear passenger seat 32, the frame member 52 of the middle frame portion 45 includes two castings 56 to couple the frame member 52 to the frame lower portion 38. In various embodiments, the cross-section of the frame member 52 may be rectangular. The middle frame portion 45, when provided, may further include horizontally extending members 57 coupled between the downwardly extending portions 50 and located at a position lower than the horizontally extending portions 54. The horizontally extending member 57 is bent generally rearward and is positioned rearward of an upper portion of each of the driver seat 28 and the front passenger seat 30.
In various embodiments, the cab frame 36 may further include a cargo area frame portion 90 (fig. 9 and 10) extending above the cargo area 41. The cargo area frame portion 90 generally includes a pair of longitudinally extending frame members 91 coupled to the longitudinally extending frame members 43 and the downwardly extending frame members 78 of the rear frame portion 44. In addition, the cargo area frame portion 90 includes a pair of downwardly extending frame members 93 coupled between the rear ends 92 of the longitudinally extending frame members 91 and the cargo area 41, and a horizontally extending frame member 94 coupled between the rear ends 92 of the frame members 91 and the upper ends 95 of the frame members 93. In various embodiments, the cargo area frame portion 90 may have a generally square shape with the frame members 91 extending substantially straight rearward and the frame members 93 extending substantially straight downward therefrom. In other embodiments, the cargo area frame portion 90 may have a deflected shape in which the frame members 91 are deflected substantially downward from the frame members 43, and the frame members 93 are significantly shorter than those of the generally square shape. In still other embodiments, the cargo area frame portion 90 may have a hybrid square/slate shape, with the frame members 91 extending substantially straight rearward and the frame members 93 extending obliquely rearward and downward therefrom, among other various shapes.
Referring to fig. 14, in various embodiments, the cross-sectional profile of any or all of the frame members of the front frame portion 42, the rear frame portion 44, the middle frame portion 45, and/or the cargo area frame portion 90 may be hourglass-shaped, 8-shaped, or a hybrid thereof to allow for adequate sealing with the body assembly 40, as discussed in further detail below.
Referring now to fig. 9, 10, and 15-22, the frame lower portion 38 will be further described. The frame lower portion 38 generally includes a front frame portion 100, a rear frame portion 104, a pair of longitudinally extending frame inner tubes 106 extending longitudinally between and coupled to each of the front and rear frame portions 100, 104. In addition, the frame lower portion 38 includes a pair of longitudinally extending frame outer tubes 108 extending longitudinally between and coupled to each of the front and rear frame portions 100, 104. The frame outer tube 108 may also be coupled to the frame inner tube 106 by laterally extending cross members, wherein the frame outer tube 108 is positioned radially outward of the frame inner tube 106. In various embodiments, such as when the seating area 26 of the vehicle 2 includes the driver seat 28, the passenger seats 30, and the rear passenger seat(s) 32, the lower frame portion 38 may further include a longitudinal intermediate frame portion 102 positioned between the front frame portion 100 and the rear frame portion 104, with the frame outer tube 108 further coupled to the intermediate frame portion 102.
Still referring to fig. 9, 10, and 15-17, the front end 105 of the frame inner tube 106 and the front end 107 of the frame outer tube 108 may be coupled together at a location adjacent to the front frame portion 100 via a horizontally extending arcuate frame member 110. Lower frame portion 38 may further include a bracket 112, illustratively shown in an "X" configuration (fig. 17). As shown in the illustrative embodiment, the carriage 112 generally includes a first cross member 114 and a second cross member 116, wherein a first end 114a of the first cross member 114 and a first end 116a of the second cross member 116 are coupled to the arcuate frame members 110 via a bracket 115, and second ends 114b, 116b of the cross members 114 and 116 are coupled to one of the frame inner tubes 106 (fig. 17). The bracket 112 allows the front impact load on the vehicle 2 to be efficiently transmitted through the front suspension 22 and along path 117 to the frame lower part 38 to reduce permanent deformation caused by the front impact load. In various embodiments, the carriage 112 may further include a pair of support frame members 118, each extending between the arcuate frame member 110 and one of the cross members 114 and 116, wherein the support frame members 118 are coupled to the arcuate frame member 110 at a location between a location at which one of the frame inner tubes 106 is coupled to the arcuate frame member 110 and a location at which one of the cross members 114 and 116 is coupled to the arcuate frame member 110.
Referring now to fig. 9, 10, 15-17, and 20-22, the front frame portion 100 of the lower frame portion 38 will be described in further detail. The front frame portion 100 generally includes a U-frame top tube 120 and a U-frame front tube 122 coupled at both ends to the U-frame top tube 120 and including a middle portion 121 that extends forwardly and downwardly from a front end or middle portion 123 of the U-frame top tube 120. The front frame portion 100 also includes a horizontally extending first frame member 124 coupled at both ends to a rear end 125 of the U-shaped frame tube 120, and a first set of vertically extending frame members 126, each coupled between the U-shaped frame upper tube 120 and the frame outer tube 108 on one side of the vehicle 2. The front frame portion 100 further includes: a second set of vertically extending frame members 128, each coupled between the U-frame upper tube 120 and the frame outer tube 108 on each side of the vehicle 2 rearward of the vertically extending first frame members 126; and a horizontally extending second frame member 130 coupled at both ends to a bracket 132 coupled between the U-frame upper tube 120 and the vertically extending first frame member 126. The front frame portion 100 further includes a longitudinally extending frame member 127 coupled between the middle portion 123 of the U-shaped frame upper tube 120 and a horizontally extending second frame member 130. In various embodiments, the rear ends 125 of the U-frame top tubes 120 may include cutouts such that a top portion 129 (fig. 13) of the vertically extending frame members 128 extends through each of the rear ends 125 of the U-frame top tubes 120 and above it to support the U-frame top tubes 120. This configuration may reinforce the U-frame top tube 120 during impact.
In various embodiments, both ends of the horizontally extending second frame member 130 are coupled to the U-frame upper tube 120 at a position forward of the horizontally extending first frame member 124 and extend rearward such that a middle portion 131 of the horizontally extending second frame member 130 is positioned rearward of the horizontally extending first frame member 124. The middle portion 121 of the U-frame front tube 122 extends generally downwardly from the U-frame upper tube 120 to a front frame bracket 133 that is coupled to the arched frame members 110 via longitudinally extending frame members 134. In various embodiments, the front frame bracket 133 may include a tow bar 139 welded thereto that serves as a tow point or coupling point for the vehicle 2 for pulling or otherwise moving the vehicle 2. The front frame portion 100 may further include a pair of generally upright front frame members 136 extending downwardly from the front end 123 of the U-frame upper tube 120 to the front end 135 of the frame member 134, and a pair of generally upright rear frame members 138 extending downwardly from the front end 123 of the U-frame upper tube 120 to the rear end 137 of the frame member 134. In various embodiments, front frame member 136 extends generally forward of the front end 123 of the U-frame top tube 120, while rear frame member 138 extends generally rearward of the front end 123 of the U-frame top tube 120.
The front frame bracket 133 and frame member 134 are generally configured to support a front isolation drive (not shown) of the drive train of the vehicle 2. For additional information and details regarding the front isolation drives and their mounting and support, U.S. patent application Ser. No. 17/034,077 (attorney docket No. PLR-15-28877.02P-US) is expressly incorporated herein by reference.
Still referring to fig. 9, 10, 15, and 16, middle frame portion 102 of lower frame portion 38 will be described in further detail. The middle frame portion 102, when provided, generally includes: a pair of vertically extending frame outer tubes 140; a pair of forwardly extending angled frame tubes 142, each coupling one of the vertically extending frame tubes 140 to one of the frame outer tubes 108; and a horizontally extending frame member 144 coupled to the upper end 141 of the vertically extending frame tube 140, wherein the horizontally extending frame member 144 is slightly bent rearward such that a majority of the frame member 144 is rearward of the vertically extending frame tube 140. When the intermediate frame portion 102 is provided, a casting 145 is provided to couple the vertically extending frame tube 140 to the casting 56 of the cab frame 36. However, when the intermediate frame portion 102 is not provided, the frame lower portion 38 may be coupled to the cab frame 36 without any casting.
In various embodiments, the lower frame portion 38 may further include a seating area support frame assembly 146 coupled to the outer frame tube 108 and the forwardly extending frame tube 142 of the intermediate frame portion 102, wherein the seating area support frame assembly 146 is positioned forward of the vertically extending frame tube 140 and the horizontally extending frame members 144.
Referring now to fig. 15, 16, 18 and 19, the rear frame portion 104 of the lower frame portion 38 will be described in further detail. The rear frame portion 104 generally includes a pair of vertically extending frame members 150 extending upwardly from the rear end 111 of the frame outer tube 108, and a pair of longitudinally extending upper frame members 152 extending rearwardly and inwardly from the upper ends 151 of the vertically extending frame members 150. The rear frame portion 104 further includes a horizontally extending first frame member 154 coupled to the rear ends 153 of the longitudinally extending frame members 152, and a horizontally extending second frame member 156 coupled between the upper ends 151 of the vertically extending frame members 150. The rear frame portion 104 further includes: a pair of longitudinally extending lower frame members 158, each coupled to the inner surface 103 of the frame inner tube 106 and extending rearward and inward to the rear of the vehicle 2; and a pair of vertically extending rear frame members 159 coupling the pair of longitudinally extending lower frame members 158 to the horizontally extending upper frame members 154.
The rear frame portion 104 further includes frame members 160 extending upwardly and rearwardly on one side of the vehicle 2 to couple one outer frame member 108 to the horizontally extending first frame member 154, with the frame members 160 being coupled to the frame members 154 on the inner side of the upper frame member 152. The rear frame portion 104 also includes a frame assembly 162 that couples the other outer frame members 108 to the horizontally extending first frame members 154, wherein the frame assembly 162 includes a first frame member 164 that couples one of the frame inner tubes 106 to the horizontally extending frame members 154, and a second frame member 165 that couples the other outer frame members 108 to the first frame member 164. Similar to frame member 160, first frame member 164 is coupled to horizontally extending frame member 154 at a location inboard of the other upper frame members 152.
In various embodiments, the rear frame portion 104 may further include: a pair of forward and downward angled frame members 166, each coupled between one of the vertically extending frame members 150 and one of the frame outer tubes 108; a horizontally extending third frame member 170 coupled between the angled frame members 166; and a rear passenger seat support frame assembly 167. The rear passenger seat support frame assembly 167 is generally positioned forward of the horizontally extending frame members 156 and 170 and generally includes two vertically extending frame members 169 extending upward from the frame inner tube 106 and a horizontally extending frame member 171 coupling the vertically extending frame members 169. In various embodiments, the angled frame member 166 is coupled to the frame outer tube 108 via a bracket 168. The brace 168 is configured to minimize or reduce the likelihood of buckling of the frame outer tube 108 and to transmit loads or forces to the tube 108 and/or other various portions of the frame 20.
Referring to fig. 16, 18, and 19, in various embodiments, the frame inner tube 106 may be coupled to the rear frame portion 104 via a transition bracket 172. The transition brackets 172 are angled inwardly from the frame inner tube 106 to couple to a pair of longitudinally extending lower frame members 158 of the rear frame portion 104, wherein the frame members 158 are positioned inside the frame inner tube 106. In various embodiments, the pair of longitudinally extending lower frame members 158 may include a suspension coupling bracket 176 positioned rearward of the transition bracket 172, wherein the rear suspension assembly 24 may be coupled between the rear surface 175 of the transition bracket 172 and the suspension coupling bracket 176.
Referring now to fig. 20 and 21, in various embodiments, the vehicle 2 may further include a bumper 180 supported by the frame 20. Bumper 180 is generally supported by frame lower portion 38 and may be coupled to U-shaped frame front tube 122 and front frame bracket 133. The bumper 180 is coupled to the frame 20 such that forces received through the bumper 180 may be transmitted to and through the lower frame 38 along a path 182. In various embodiments, the bumper 180 includes at least one pull ring 184. In the illustrative embodiment of fig. 20 and 21, the bumper 180 includes two pull rings 184. The bumper 180 is coupled to the U-shaped frame front tube 122 at a location directly behind the pull ring(s) 184 to allow the forces received by these pull rings to be transmitted to the entire frame 20.
Referring to fig. 22, each side of the front frame portion 100 may further include a front stabilizer bar mounting bracket 190 configured to support a portion of the front suspension 22. The mounting bracket 190 extends between the middle portion or front end 121 of the U-frame front tube 122 and the forwardly extending vertical frame member 136 and is positioned generally forward of the forwardly extending vertical frame member 136 and generally rearward of the front end 121 of the U-frame front tube 122. In various embodiments, the mounting bracket 190 is also positioned behind a radiator 566 and/or a fan 567 (fig. 22) of a cooling assembly 519 (fig. 82) of the vehicle 2. The mounting bracket 190 generally includes a recess 192 for receiving the stabilizer bar 244 of the front suspension 22 (fig. 29), as described in further detail below. In various embodiments, the front frame portion 100 may further include a front control arm mount 194 extending between a bottom surface 196 of the bracket 190 and the forward extending vertical frame member 136 such that the front control arm mount 194 further supports the mounting bracket 190.
Referring to fig. 23-25, one or more routing disks 200, 200 may be coupled to the frame 20 to retain various fluid lines 201 directed through the vehicle 2 and to hold the lines 201 away from other components of the vehicle 2, such as a drive shaft (not shown) of a powertrain 509 (fig. 76). These various fluid lines 201 may include brake fluid lines, coolant lines, fuel lines, or other fluid lines. The routing tray 200 generally includes a base 202 having a plurality of channels 204 molded therein to receive fluid lines 201. Further, the deployment tray 200 may include one or more living hinges 206 configured to retain the lines 201 within the channels 204 and allow for installation or removal of various lines 201 without interfering with the engagement of other lines with the deployment tray 200. The deployment tray 200 may further or alternatively include various molding clamps 208, 208 to hold the lines. The deployment tray 200 generally includes a base 202 having a plurality of openings 210 to receive conventional clips 211 (FIG. 23) and/or other various coupling mechanisms.
Referring now to fig. 26-28, in various embodiments, vehicle 2 may further include a skid plate 220 positioned lower than frame 20. The skid plate 220 is generally coupled to the lower frame portion 38 of the frame 20. In various embodiments, such as when the seating area 26 of the vehicle 2 includes only the driver seat 28 and the passenger seat 30, the skid plate 220 can include a first portion 222 and a second portion 224, while in other various embodiments, such as when the seating area 26 of the vehicle 2 further includes the rear passenger seat 32, the skid plate 220 can include a first portion 222, a second portion 224, and a third portion 226 coupled between the first portion 222 and the second portion 224. The first portion 222 of the crash slide 220 is generally positioned vertically below and coupled to the front frame portion 100 and the second portion 224 is generally positioned vertically below and coupled to the rear frame portion 104. The third portion 226 is generally positioned lower than the middle frame portion 102 between the first portion 222 and the second portion 224 when provided. In various embodiments, the second portion 224 of the skid plate 220 may be removably coupled to the first portion 222 and/or the third portion 226 to provide access to various systems or components of the vehicle 2 (e.g., a lubrication system (not shown)) for repair or replacement when the second portion 224 is removed.
Referring to fig. 27, the first portion 222 of the skid plate 220 generally includes a notch 228 along a rear surface 229 thereof. The second portion 224 of the skid plate 220 generally includes a forward extension 230 along a forward surface 231 thereof. Third portion 226 of skid plate 220 generally includes a forward extension 232 along a forward surface 233 thereof and a recess 234 along a rear surface 235 thereof. When the skid plate 220 includes only the first portion 222 and the second portion 224, the recess 228 of the first portion 222 receives and couples with the forward extension 230 of the second portion 224. When the skid plate 220 further includes the third portion 226, the recess 228 of the first portion 222 receives and couples with the forward extension 232 of the third portion 226, and the recess 234 of the third portion 226 receives and couples with the forward extension 230 of the second portion 224. Illustratively, such a configuration allows various portions of the portions 222, 224, 226 to be nested together and also overlap one another at various portions adjacent to the recesses 228, 234 and the extensions 230, 232. It can be appreciated that the first portion 222 and the second portion 224 are the same machined components for a 2-seat vehicle (i.e., when the seating area 26 includes only the driver seat 28 and the front passenger seat 30) and a 4-seat vehicle (i.e., when the seating area 26 includes the driver seat 28, the front passenger seat 30, and the rear passenger seat 32).
Referring now to fig. 28, any of the first portion 222, the second portion 224, and/or the third portion 226 are generally coupled together via couplers 236, wherein the couplers 236, 236 extend through openings 238, 238 of an overlapping section 240 of the first portion 222 or the third portion 226 and openings 239, 239 of an overlapping section 241 of the portions 224 and/or 226. In various embodiments, portions 222, 224, and/or 226 may also be coupled to frame 20 via couplers 236 that extend through portions 222, 224, and/or 226 and are coupled to frame 20. In various embodiments, some or all of the couplers 236 may be screws and/or nuts and bolts, while in other various embodiments, some or all of the couplers 236 may be tabs and openings (not shown) configured to receive and engage the tabs.
Still referring to fig. 26-28, portions of the forward edge 237 of the skid plate 220 wrap up over the lower frame portion 38 of the vehicle 2 such that the edge 237 extends up above the lowest portion of the frame 20 and the skid plate 230 can provide protection to the lower frame portion 38 of the frame 20 and other various components of the vehicle 2. In this manner, edge 237 of skid plate 220 is positioned laterally forward of arcuate frame member 110 of front frame portion 100.
Referring now to fig. 29 and 30, the front suspension 22 of the vehicle 2 will be described in further detail. Front suspension 22 generally includes a first side suspension assembly 242, a second side suspension assembly 243, and a stabilizer bar 244 coupled between first and second side suspension assemblies 242, 243. Each of the first and second side suspension assemblies 242, 243 includes an upper alignment arm ("a-arm") 246 operatively coupled to the wheel hub 247, a lower a-arm 248 operatively coupled to the wheel hub 247, and a shock absorber 250 operatively coupled between the upper a-arm 246 and the U-shaped frame upper tube 120 (fig. 21) of the frame lower portion 38.
The upper a-arm 246 generally includes a forward arm 252, a rearward arm 254, a coupling member 255 coupled between the forward and rearward arms 252, 254, and a casting 256 that couples an outer end 252a of the forward arm 252 and an outer end 254a of the rearward arm 254 to the hub 247, respectively. The forward arm 252 of the upper a-arm 246 is coupled at its outer end 252a to the casting 256 and at its inner end 252b between the front frame bracket 133 and the front control arm mount 194 (fig. 20). The rearward arm 254 of the upper A-arm 246 is coupled at its outer end 254a to the casting 256 and at its inner end 254b to the frame member 138 (FIG. 20). The casting 256 generally includes a first opening 258 configured to receive a portion of the hub 247 to couple the half-casting 256 to the hub 247, a second opening 260 configured to receive the forward arm 252 of the upper a-arm 246, a third opening 262 configured to receive the rearward arm 254 of the upper a-arm 246, and a bracket 264 coupled to an upper surface 265 of the casting 256 and configured to couple to the shock absorber 250. The casting 256 is generally coupled to the hub 247, the forward arm 252, and/or the rearward arm 254 via at least one weldment and is generally configured such that loads received via the shock absorber 250 can be transferred from the wheel 8 to the hub 247, knuckle and ball joint (not shown), the casting 256, and then to the shock absorber 250.
The lower a-arm 248 generally includes a forward arm 266, a rearward arm 268, a first coupling member 270 coupled between the forward and rearward arms 266, 268, a second coupling member 272 coupled between the forward and rearward arms 266, 268 and positioned outboard of the first coupling member 270, a bracket 274 coupled between the first and second coupling members 270, 272, and a casting 276 coupling an outer end 266a of the forward arm 266 and an outer end 268a of the rearward arm 268, respectively, to the hub 247. The outer end 266a of the forward arm 266 is coupled to the casting 276 and the inner end 266b thereof is coupled to the forward end 135 of the longitudinally extending frame member 134 of the frame lower portion 38 (fig. 15). The rearward arm 268 of the lower a-arm 248 has an outer end 268a coupled to the casting 276 and an inner end 268b coupled to the rearward end 137 (fig. 15) of the longitudinally extending frame member 134. The casting 276 generally includes a first opening 278 configured to receive a portion of the hub 247 to couple the casting 276 to the hub 247, a second opening 280 configured to receive the outer end 266a of the forward arm 266, and a third opening 282 configured to receive the outer end 268a of the rearward arm 268.
The inner or upper end 250a of shock absorber 250 is generally coupled to U-shaped frame upper tube 120 (fig. 21) and its outer or lower end 250b is coupled to bracket 264 of casting 256 so that any load received through shock absorber 250 can be transmitted through frame lower portion 38 and cab frame 36 to distribute the load around the entire frame 20. For example, the coupling of shock absorbers 250 allows for the transfer of shock loads through frame members 136 and 138 to frame member 134 and/or other portions of frame lower portion 38 and the transfer of torsional loads generated by the shock loads through U-shaped frame member 120.
The stabilizer bar 244 generally includes a U-shaped body 283 having a horizontal portion 284, two longitudinally extending arms 286 extending from each end of the horizontal portion 284, and two vertically extending members 288 coupled between one end 285 of the arms 286 and the bracket 274 of the lower a-arm 248. The horizontal portion 284 of the stabilizer bar 244 is coupled to the frame lower portion 38 at the notch 192 of the mounting bracket 190 (fig. 20). The stabilizer bar 244 is positioned generally forward of the rearward arm 254 of the upper a-arm 246 and rearward of the forward arm 252 of the upper a-arm 246.
Referring now to fig. 31-36, the rear suspension 24 of the vehicle 2 will be described in further detail. Rear suspension 24 generally includes a first side suspension assembly 290, a second side suspension assembly 292, and a stabilizer bar 294 coupled between first side suspension assembly 290 and second side suspension assembly 292. First side suspension assembly 290 and second side suspension assembly 292 each include an upper arm 296 coupled to hub 297, a lower a-arm 298 coupled to hub 297, and a shock absorber 299 coupled to lower a-arm 298 and extending through opening 306 of upper arm 296.
Upper arm 296 generally includes a first arm portion 300 and a second arm portion 302 with first or outer ends 300a and 302a coupled together and to hub 297 and second or inner ends 300b and 302b coupled together and to frame lower portion 38 via a rear control arm mount 304 (fig. 32). The intermediate portion 300c of the first arm portion 300 and the intermediate portion 302c of the second arm portion 302 are bent outwardly such that the opening 306 extends between the first ends 300a and 302a and the second ends 300b and 302 b. More specifically, the intermediate portion 300c is angled or curved forward relative to the respective first ends 300a and 302a, while the intermediate portion 302c is angled or curved rearward. The curvature of the first arm portion 300 is shaped such that the first arm portion 300 passes between the stabilizing bar 294 and the shock 299.
The rear control arm mount 304 of the frame lower portion 38 is generally coupled to the longitudinally extending lower frame member 158 and the vertically extending rear frame member 159 of the frame lower portion 38 and generally includes a back plate 310, a front side plate 312, a rear side plate 314, and an upper plate 316. In various embodiments, the back panel 310, front side panel 312, rear side panel 314, and upper panel 316 may be formed as a single, unitary component; while in other embodiments, the back panel 310, front side panel 312, rear side panel 314, and/or upper panel 316 may be formed as two or more separate components. The front and rear side plates 312, 314 are spaced apart such that the second ends 300b, 302b of the first and second arm portions 300, 302 of the upper arm 296 may be received between the upper end 312a of the front side plate 312 and the upper end 314a of the rear side plate 314 and coupled to the rear control arm mount 304 via a coupler 318 that extends through the front and rear side plates 312, 314 and the arm portions 300, 302. Lower ends 312b and 314b of the front and rear side plates 312 and 314 are also spaced apart so that the lower a-arm 298 can be coupled to the rear control arm mount 304, as described in further detail below. In various embodiments, the upper plate 316 may be coupled to and extend between the upper ends 312a and 314a of the front and rear side plates 312 and 314, and may include a notch 320 along an upper surface 321 thereof to receive the stabilizing bar 294 of the rear suspension 24.
The lower a-arm 298 generally includes a front arm 322, a rear arm 324, and a coupling member 326 extending adjacent inner ends 322a and 324a of the front and rear arms 322 and 324. The outer ends 322b of the front arms 322 are generally coupled to the hub 297, and the inner ends 322a thereof are coupled to the longitudinally extending lower frame member 158 via the suspension coupling bracket 176 and the rear surface 175 of the transition bracket 172, with the inner ends 322a being positioned between the suspension coupling bracket 176 and the rear surface 175 of the transition bracket 172 (fig. 34). An outer end 324b of rear arm 324 is coupled to hub 297 generally adjacent to outer end 322b of front arm 322 and an inner end 324a thereof is coupled to lower ends 312b and 314b of front and rear side plates 312 and 314 of rear control arm mount 304, with inner end 324a being received between lower ends 312b and 314b and coupled to rear control arm mount 304 via a coupler 325 that extends through front and rear side plates 312 and 314 and inner end 324a of rear arm 324. In various embodiments, the rear arm 324 includes a rectangular cross-section so that the load bearing capacity of the rear arm 324 may be enhanced.
Shock absorber 299 is generally coupled at a lower end 299a of shock absorber 299 to rear arm 324 of lower a-arm 298, and at an upper end 299b to bracket 301 which extends between first frame member 164 and longitudinally extending upper frame member 152 of frame assembly 162 on one side of vehicle 2, and between upwardly and rearwardly extending frame member 160 and longitudinally extending upper frame member 152 on the other side of vehicle 2. In various embodiments, the rear frame portion 104 further includes a frame member 303 coupled between the frame members 152 and 160 on one side of the vehicle 2 and between the frame members 152 and 164 on the other side of the vehicle 2 to assist in the efficient transfer of loads to the remainder of the frame 20. The lower end 299a of shock absorber 299 is coupled to rear wall 324 generally at a location rearward of, and vertically below, a half shaft 323 (fig. 32) of a drive train 509, of vehicle 2, of a drive train (not shown).
The stabilizer bar 294 of the rear suspension 24 generally includes a U-shaped body 327 having a horizontal portion 328, two longitudinally extending arms 330 extending from each end of the horizontal portion 328, and two vertically extending members 332 coupled between one end 331 of the arms 330 and the coupling member 326 of the lower a-arm 298. The stabilizer bar 294 is generally coupled to the frame lower portion 38 via a notch 320 along an upper surface 321 of the rear control arm mount 304 (fig. 32).
The seating area 26 and the seats 28, 30, and 32, when provided, will now be described in further detail with reference to fig. 37-41. The seating area 26 generally includes a driver seat 28 and a passenger seat 30 coupled to a seating area support frame assembly 146 of the frame lower portion 38. In various embodiments, the seating area 26 further includes a rear passenger seat 32 positioned rearward of the driver seat 28 and the passenger seats 30. The upper portion of the rear passenger seat 32 (i.e., the seatback portion 334) is coupled to the cab frame 36 via the horizontally extending frame member 86 and the longitudinally extending frame member 88, and the lower portion of the rear passenger seat 32 (i.e., the seatback portion 334 and/or the seat bottom 336) is coupled to the lower frame portion 38 via the horizontally extending frame members 156 and 170 and the rear passenger seat support frame assembly 167. The driver seat 28 and/or the passenger seat 30 may be configured to pivot forward about a pivot axis 333 positioned adjacent the front ends 28A and/or 30a of the seats 28 and/or 30 such that the rear ends 28b and/or 30b of the seats 28 and/or 30 are raised and moved forward when a release mechanism (not shown) is activated (fig. 38A). It will be appreciated that the seat back 29 may move with the seat bottom 27 during movement about the pivot axis 333, or alternatively, the seat back 29 may move independently of the movement of the seat bottom 27. In various embodiments, the seats 28, 30, and/or 32 may be heated and/or cooled.
The rear passenger seat 32 (when provided) generally includes a seat back 334, the seat back is coupled to horizontally extending frame members 86 and 88 of the cab frame 36 and to horizontally extending frame members 156 of the lower frame portion 38. The seat back 334 may also be coupled to a seat bottom 336 that is supported on the horizontally extending frame member 170 of the lower frame portion 38 and the rear passenger seat support frame assembly 167. The seat back 334 is configured such that the lower end 334a of the seat back 334 rotates about a pivot axis 338 adjacent to the horizontally extending frame member 156 such that the upper end 334b of the seat back 334 may pivot forwardly and downwardly away from the frame members 86 and 88. When the seat back 334 is folded forward, the back surface 335 of the seat back 334 may be flat and/or flush with the cargo area 41 such that the cargo area 41 and the seating area 26 are open toward each other, thereby providing additional storage and/or space so that larger items, such as wood, slate, snowboard, and/or other items, may be accommodated.
The seat bottom 336 is configured such that the rear end 336a of the seat bottom 336 rotates about the pivot point 340 adjacent to the horizontally extending frame member 170 such that the front end 336b of the seat bottom 336 can pivot upward and rearward toward the seat back 334. The seat bottom 336 generally includes a biasing member, such as a spring or shock absorber (not shown), connected between the seat bottom 336 and the frame lower portion 38, configured to assist in the upward rotation of the seat bottom 336 and to maintain the seat bottom 336 in either the seating position 336d or the storage position 336s. When the seat bottom 336 is folded upward, the area 337 disposed below the seat bottom 336 is open, thereby providing additional storage and/or space so that camping equipment, tools, luggage, coolers, etc. may be housed. In various embodiments, the floor (not shown) of region 337 is substantially flat, thereby providing a uniform surface for storing various items. The seat back 334 and/or the seat bottom 336 of the rear passenger seat 32 can each be a single, unitary piece that spans the seating area 26, while in other various embodiments the seat back 334 and/or the seat bottom 336 of the rear passenger seat 32 can include two portions that are divided into 60%/40% or 50%/50% or three portions that are divided into three. When the seat 32 includes multiple sections, the seat back 334 and seat bottom 336 of each section may pivot or move independently of the other sections, or all sections may move simultaneously.
The seat back 334 and/or the seat bottom 336 may be coupled to the cab frame 36 and/or the lower frame portion 38 via at least one latch 342 (illustratively, two latches 342 coupled to a release mechanism 344). In various embodiments, each latch 342 can have a separate release mechanism 344, while in other various embodiments, and as shown in the illustrative embodiment of fig. 41, multiple latches 342 can be coupled to a single release mechanism 344. The release mechanism 344 may be a mechanical release mechanism (i.e., a ring or strap 346 that can be pulled to actuate the line 348 extending from the ring or strap 346 to the latch(s) 342) or an electrical release mechanism that can be actuated by an actuation mechanism near a user of the vehicle 2 to actuate the line 348 to release the latch 342.
Referring now to fig. 1-8, the body assembly 40 of the vehicle 2 will be described in further detail. Any of the components described herein may be included or omitted from the vehicle 2. The body assembly 40 is supported by the frame 20 and generally includes a front body assembly 350, a main body assembly 351, a rear body assembly 352, and/or a roof assembly 358. The front body assembly 350 includes a front fender body panel 353, a hood panel 354, and/or a front windshield 347. The body assembly 351 includes a body panel 355, a door 360, which may be a full or half door, and/or a rear window 349 extending between the frame members 78. Rear body assembly 352 includes a rear fender body panel 356, a rear body panel 357, and/or a cargo area 41. The roof assembly 358 is sealingly coupled to the front body assembly 350, the main body assembly 351, the rear body assembly 352, and/or the frame 20 (when both are provided) via a continuous perimeter seal (not shown). When the vehicle 2 includes only the driver seat 28 and the front passenger seat 30, the roof assembly 358 generally includes a single panel 358a above the driver seat 28 and the front passenger seat 30, while when the vehicle 2 further includes the rear passenger seat 32, the roof assembly includes a panel 358a extending above the driver seat 28 and the front passenger seat 30 and a second panel 358b extending above the rear passenger seat 32. When vehicle 2 includes these two panels 358a and 358b, panels 358a and 358b may overlap to create a sealed joint therebetween.
Referring to fig. 8, when the cab frame 36 further includes a cargo region frame 90, the body assembly 40 may further include a cargo region body assembly 359 that completely encloses and seals the cargo region 41. The cargo region body assembly 359 generally comprises: first and second side panels 361, each configured to support a vehicle window 362; a roof panel 363 supported above the side panel 361; and a rear window 364 in sealing engagement with the roof panel 363, side panels 361, and cargo area 41 (specifically the tailgate 472), as described in further detail below. When the body assembly 40 includes the cargo area body assembly 359, the body assembly 40 does not include the rear window 349. In various embodiments, the rear window 364 can be a lift gate window configured to be released from the lower end 364b and pivot upward about the upper end 364 a.
Referring to fig. 42-44, in various embodiments, the rear window 364 may include a rear wiper assembly 365. The rear wiper assembly 365 is fluidly coupled via line 368 to a reservoir 366 of a front wiper assembly 367 for the front windshield 347 such that wiper fluid for the rear wiper assembly 365 is provided from the same reservoir 366 as the front wiper assembly 367. The reservoir 366 includes a pump (not shown) for providing wiper fluid from the reservoir 366 back to the rear wiper assembly 365. In various embodiments, a line 368 coupling a reservoir 366 of a front wiper assembly 367 to a rear wiper assembly 365 extends along the cab frame 36. For example, and as shown in fig. 43 and 44, a line 368 may extend from a reservoir 366 into the frame member 46 and within the frame member(s) 46/43 towards the rear wiper assembly 365. Next, the line 368 exits the frame member 43 through the opening 369 (fig. 44) adjacent the horizontal frame member 82 and extends inwardly along the frame member 82 and then rearwardly from the frame member 82 along the roof panel 363 to the rear wiper assembly 365. In various embodiments, the tubing 368 may be routed through one or more routing trays 200 below the frame 20 rather than through the cab frame 36.
Referring to fig. 45-53, the hood panel 354 of the front body assembly 350 may be coupled to the front fender body panel 352 or another portion of the body assembly 40 (not shown in fig. 45-50) via a coupling mechanism 370, 370'. The coupling mechanism 370, 370 'generally includes a latch 372, 372 and a coupling member 374, 374'. The latches 372, 372' include a body 376 having a front end 377, 377' configured to be coupled with the front fender body panel 352 or other body panel, and a rear end 378, 378' adjacent to and in various embodiments coupled with the hood panel 354. In various embodiments, the wall 380 extends downwardly between the front end 377 and the rear end 378.
In the first embodiment of the coupling mechanism 370 shown in fig. 45-47, the rear end 378 of the latch 372 can be coupled to the hood panel 354 via at least one coupler 381 (illustratively two couplers 381) that extends through the elongated slot 382 of the hood panel 354 and is received within an extension 383 that extends downwardly from the rear end 378. The coupling member 374 of the first embodiment 370 may be a biasing member received on the pin 384 that extends through the wall 380 of the latch 372 and the opening 385 in the downwardly extending wall 386 in the hood panel 354, with the coupling member 374 extending between the rear surface 387 of the wall 386 and the head 389 of the pin 384, such that the latch 372 is biased rearwardly into engagement with the front fender body panel 352. When the coupling member 374 is expanded and the coupler 381 and extension 383 slide rearward within the elongated slot 382, the latch 372 engages the front fender body panel 352. When the latch 372 is actuated, the coupling member 374 contracts and the coupler 381 and the extension 383 slide forward within the elongated slot 382 such that the latch 372 slides forward out of engagement with the front fender body panel 352.
In a second embodiment of the coupling mechanism 370 shown in fig. 48-50, the rear ends 378 of the latches 372 may be received within notches 388 (fig. 49) in the hood panel 354 and coupled to the hood panel 354 via couplers 390 received within elongated slots 392 on one side of the notches 388. The coupling member 374 of the second embodiment 370 may be a biasing member that includes hooks 393 and 394 at each end, with the hook 393 being received within an opening 395 in the wall 380 of the latch 372 and the hook 394 being received around a pin 396 extending between the two sides of the notch 388 and being received within an opening 397 in the two sides of the notch 388. The latch 372 is generally biased rearwardly to engage the front fender body panel 352 or other body panel. When latch 372 is engaged, latch 372 is pulled forward and upward to retract coupling member 374 and coupler 390 slides forward within elongated slot 392 such that latch 372 slides forward to disengage front fender body panel 352 and can rotate about coupler 390.
In the third embodiment of the coupling mechanism 370 'shown in fig. 51-53, the front end 377' of the latch 372 'is rotatably coupled to the first end 374a of the coupling member 374'. The second end 374b of the coupling member 374' is configured to be received within an extension member 373 of the hood panel 354. In various embodiments, the extension member 373 includes a pocket (not shown) into which the body 374c of the coupling member 374 'enters such that the second end 374b of the coupling 374' can be received by the hook 373a, and at least one hook 373 a. The body 374c of the coupling member 374' extends through an opening (not shown) of the extension 375 of the front fender body panel 352 or another portion of the body assembly 40 such that the first end 374a of the coupling member 374' is on a first side of the extension 375 and the second end 374b of the coupling member 374' is on a second side of the extension 375. In operation, the rear end 378' of the latch 372' is rotated upwardly and forwardly such that the second end 374b of the coupling member 374' can be disengaged from the hook 373a of the extension member 373 to unlock the hood panel 354 from the front fender body panel 352 or other portion of the body assembly 40, and the rear end 378' of the latch 372' is rotated rearwardly and downwardly to be positioned adjacent the hood panel 354 such that the second end 374b of the coupling member 374' can be received by the hook 373a, and the front end 377' of the latch 372' can be pushed downwardly to move the coupling member 374' forwardly to latch or secure the hood panel 354 to the front fender body panel 352 or another portion of the body assembly 40.
Referring now to fig. 54-63B, the door 360 of the body assembly 40 will be described in further detail. Each door 360 generally includes a lower body portion 400 having an actuating mechanism 430 to open and/or latch the door 360 closed. In various embodiments, some or all of the doors 360 may further include an upper body portion 401 coupled to the lower body portion 400, wherein the upper body portion 401 generally includes an opening 402 configured to receive the vehicle window 403. The body upper portion 401 may be removably coupled to the body lower portion 400 via at least one coupler, such as a bolt, a screw, or other various couplers, or integrally formed with the body lower portion 400. When door 360 includes window 403, lower body portion 400 further includes a recess (not shown) positioned below window 403, the recess configured to receive window 403 when window 403 is rolled or opened downward.
In various embodiments, the windows 403 within the doors 360 may be manually operated via a mechanical mechanism in the doors 360, such as a crank (not shown), while in other embodiments, the windows within the doors 360 may be electrically operated via an electrical system connected to an actuation mechanism (i.e., button or switch) 404 located within a center console 410 (fig. 49) or in an instrument panel or other central area accessible by a driver or passenger of the vehicle 2. Placing all of the actuating mechanisms 404 for the windows 403 in the center console 410 or in an instrument panel or other central area accessible by the driver or passengers of the vehicle 2 simplifies the wiring system (not shown) required to connect the windows 403 to the actuating mechanisms 404. Alternatively, the window 403 may be operated by an electrical control in the door 360. In various embodiments, the door 360 may also include an integral armrest 412 on the interior 414 of the door 360.
Referring to fig. 54 and 56, the door 360 generally further includes a seal 416 along the perimeter of the interior 414 of the door 360 to allow the door 360 to seal the body assembly 40 and/or the frame 20 when in the closed position. In various embodiments, the seal 416 is a continuous seal around the entire perimeter of the interior 414 of the door 360. The seal 416 generally includes a planar surface 418 coupled to the door 360, with a rounded surface 420 extending upward from a lower portion 421 of the planar surface 418. The apex 422 of the rounded surface 420 is coupled to the apex 423 of the flat surface 418 by a connecting (illustratively Y-shaped) portion 424 located between the flat portion 421 and the rounded surface 420. The bottom end 425 of the connecting portion 424 is coupled adjacent to the bottom end 426 of the rounded surface 420. The shape of the seal 416 allows the body assembly 40 and/or the frame 20 to contact the seal 416 at an angle, such as 45 degrees, rather than frontally when the door 360 is closed, thereby allowing the seal 416 to conform between the door 360 and the body assembly 40 and/or the frame 20 such that the door 360 properly seals the body assembly 40 and/or the frame 20 to substantially prevent air, water, and/or debris from entering and/or exiting the interior of the vehicle 2. In various embodiments, seal 416 is coupled to door 360 via an adhesive or other non-invasive coupling mechanism.
Referring now to fig. 54 and 57-59, the door 360 further includes an actuation mechanism 430 to open the door 360 and/or latch the door 360 closed. The actuation mechanism 430 generally includes an inner mechanism 432, an outer mechanism 434, and a latch mechanism 436. The internal mechanism 432 generally includes an actuating handle 438, and a mechanical or hydraulic line 439 that couples the actuating handle 438 to the latch mechanism 436. The external mechanism 434 generally includes an actuation handle 440, a mechanical or hydraulic line 442 coupling the actuation handle 440 to the latch mechanism 436, and a key cylinder 441 (fig. 59) configured to disengage the line 442 from the latch mechanism 436. In various embodiments, the lock cylinders 441 may be removable, such that the lock cylinders 441 on all doors 360 may be replaced with the same, so that one key (which may be the same key used to start the vehicle 2) may be used for all lock cylinders 441.
The latch mechanism 436 generally includes a latch 444 coupled to the frame 20 of the vehicle 2, a latch strike mechanism 445 having a first latch strike plate 446 and a second latch strike plate 447 coupled to the door 360 and configured to engage one another to latch onto or around the stub 443 of the latch 444, and a lever 448 (fig. 57) configured to engage the rotation of the first latch plate 446 and/or the second latch plate 447. The first latch strike plate 446 includes an opening 449 configured to be operatively coupled to the line 442 of the external mechanism 434 such that actuation of the actuation handle 440 rotates the first latch strike plate 446 and/or the second latch strike plate 447 to release the latch strike mechanism 445 from about the post 443 of the latch 444, whereby the door 360 may be opened. The lever 448 is operably engaged with the first latch strike plate 446 such that actuating the actuating handle 438 of the internal mechanism 432 rotates the lever 448, which rotates the first and/or second latch strike plates 446, 447 to release the latch strike mechanism 445 from about the post 443 of the latch 444, whereby the door 360 may be opened. As such, the internal mechanism 432 and the external mechanism 434 are independent of each other, meaning that the internal mechanism 432 can actuate the latch mechanism 436 when the external mechanism 434 is locked or disabled.
Referring now to fig. 60-63B, any and/or all of the doors 360 can be coupled to the frame 20 via at least one hinge assembly 450 (illustratively two hinge assemblies 450). The hinge assembly 450 generally includes a bracket 452 (illustratively U-shaped) configured to couple to the frame 20, a coupling plate 454 configured to couple to the door 360, and a coupler 456 that couples the plate 454 to the bracket 452. The bracket 452 generally includes a base 458 and two side plates 460 extending from the base 458, wherein the base 458 is configured to be coupled to the frame 20 and one end 461 of the side plates 460 includes an opening 462 configured to receive the coupler 456. The coupling plate 454 generally includes a first end 455 having openings 457 configured to receive couplers (not shown) for coupling the plate 454 to the door 360 and an opening 464 extending downwardly through the plate 454 and configured to receive a coupler 456, and a second end 459 having an angled surface 466 configured to abut the base 458 of the bracket 452 to prevent the door 360 from over extending when opened. In various embodiments, the angled surface 466 is angled such that the door 360 may be limited to a particular degree of opening, such as between 75 degrees and 95 degrees. It should be noted, however, that the particular degree of opening may be greater if the exterior surface of the vehicle 2 is farther from the hinge assembly 450. Further, in various embodiments, the hinge assembly 450 may include an isolator (not shown) to dampen the stopping of the door 360 as it opens. In various embodiments, the door 360 may further include a removable outer body panel (not shown) coupled to the lower body portion 400 that is configured to conceal the hinge assembly 450 and latch mechanism 436 disposed in the interior of the door 360. The actuation handle 440 of the external mechanism 434 of the latch mechanism 436 is configured to be removable such that when the actuation handle 440 is removed, the removable external body panel can also be removed from the door 360.
Referring now to fig. 64, in various embodiments, the vehicle 2 may include at least one step 468, 469 inboard of the door 360 and adjacent to the seating area 26. The steps 468, 469 allow a driver and/or passenger of the vehicle 2 to enter an upper portion of the vehicle 2, and/or allow the driver and/or passenger of the vehicle 2 to more easily enter and exit. In various embodiments, vehicle 2 includes a first step 468 positioned between one of doors 360 and driver seat 28 or passenger seat 30, and a second step 469 positioned beside or below rear passenger seat 32. First step 468 and/or second step 469 may include treads to provide additional support and/or traction for the driver and/or passenger during use. A step or tread panel may also be provided on the exterior of the door 360 to facilitate access. Additionally, in some embodiments, first step 468 or second step 469 is integrated into body assembly 40, driver seat 28, or passenger seat 30. In various embodiments, second step 469 may serve as a support structure for rear seat 32 and be positioned such that an upper surface of second step 469 contacts a lower portion of rear seat 32 when rear seat 32 is in the lowered position.
The cargo area 41 will now be described in further detail with reference to fig. 65-75. The cargo area 41 generally includes a pedestal 470 located rearward of the seating area 26 and a tailgate 472 movably coupled relative to a rear end 471 of the pedestal 470. In various embodiments, the base 470 can include an angled front wall 474 (fig. 65) adjacent the seating area 26, wherein an upper end 476 of the angled front wall 474 is rearward of a lower end 478 of the angled front wall 474. Angled front wall 474 is configured to allow a full-size tire of vehicle 2 to be placed within base 470. In other various embodiments, the base 470 may be separated from the seating area 26 only via the seat back 334, as discussed above, and the seat back 334 may be angled similar to the front wall 474 such that a full-sized tire may be placed within the base 470.
Referring to fig. 66-70, the floor 480 of the base 470 generally includes various drainage channels 481 configured to direct any fluids and/or debris within the base 470 toward the corners of the tailgate 472 such that the fluids and/or debris are directed away from any heat source(s) of the vehicle 2. More specifically, at least a portion of powertrain assembly 509 (including the engine) may be positioned below a portion of floor 480, and since the engine is a significant heat source for vehicle 2, passage 481 channels fluid away from at least the engine. In various embodiments, the floor 480 of the base 470 may further include an access panel 482 positioned within an opening 485 in the floor 480 and configured to allow access to components of the vehicle 2 below the base 470. Access panel 482 is generally coupled in a sealed manner over opening 485 with floor 480 of base 470 via seal 487 (fig. 70), and floor 480 generally includes U-shaped channels 483 that surround panel 482 to direct any fluid and/or debris away from panel 482 toward tailgate 472. In various embodiments, the vehicle 2 further includes a shield 484 positioned below the floor 480 of the base 470 to provide thermal protection to the base 470. When access panel 482 is provided, shroud 484 includes a notch or opening 486 that is covered by a separate access shroud 488 positioned directly below access panel 482 so that when access panel 484 and access shroud 488 are removed, components below base 470 and shroud 484 are still accessible through base 470 and shroud 484. The shroud 484 includes pathways 489 configured to direct debris and/or fluid away from components of the vehicle 2 below the base 470.
Referring now to fig. 71-73, in various embodiments, the base 470 can be fixedly coupled to the frame 20, while in other various embodiments, the base 470 can be tiltable relative to the frame 20. A restraint brace 490 is provided when the base 470 is tiltable relative to the frame 20 and is configured to restrain rearward movement of the base 470 (fig. 72) to an overextended position and to maintain the base 470 in an open position for servicing components below the base 470 (fig. 73). The restraint bracket 490 is generally coupled to the lower frame portion 38 (illustratively, the bracket 491 coupled to the horizontally extending frame member 154) and generally includes a base 492 having two triangular arms 494 extending downwardly from the base 492, wherein the base 492 and the arms 494 are formed as a single, unitary component. Each triangular arm 494 includes a first opening 495 configured to receive a coupler 496 for coupling the restraint bracket 490 to the frame lower portion 38, a second opening 497 configured to receive a coupler 498 for restraining rearward movement, and a third opening 499 configured to receive a coupler 498 for maintaining the base 470 in an open configuration for servicing components below the base 470. When the coupler 498 is received within the second opening 497, the base 470 is restricted from further rearward rotation when the coupler 497 engages the lower surface 500 of the stent 491 (see fig. 72). When the coupler 498 is received within the third opening 499, once the third opening 499 has been rotated over the stent 491, the base 470 remains in an open configuration when the coupler 498 engages the upper surface 501 of the stent 491 (see fig. 73).
Referring now to fig. 74 and 75, the tailgate 472 generally couples the lower end 472a of the tailgate 472 to the seat 470 and the upper end 472b to the seat when the tailgate 472 is closed via the rotary latches 473, which are actuatable via the handle 477 to open the tailgate 472. In various embodiments, the backplane 472 may include a removable cover 502 along the upper surface 503 of the backplane 472. The removable cover 502 provides a sealing surface 504 configured to allow sealing engagement between the tailgate 472 and the rear window 364 (when provided) of the cargo area body assembly 359.
Referring now to fig. 76-92, vehicle 2 further includes a powertrain 509 having an engine 510, a transmission 512 (fig. 92) (illustratively a continuously variable transmission ("CVT") operatively coupled to engine 510, and a drive train (not shown) operatively coupled to engine 510 and/or transmission 512.
Referring to fig. 76-88, the engine 510 generally includes an intake assembly 516 (fig. 76-83) for providing cool air to the engine 510, an exhaust assembly 518 (fig. 84 and 85) for directing exhaust gases out of the engine 510 and away from the vehicle 2, and a cooling assembly 519 (fig. 86-88) for providing coolant to the engine 510 to transfer heat and prevent engine damage. The intake assembly 516 generally includes an intake port 520, a sound attenuation device 522, a first intake conduit 524 extending between the intake port 520 and the sound attenuation device 522, an air filter 526, a second intake conduit 528 extending between the sound attenuation device 522 and the air filter assembly 526, and a third intake conduit 530 extending between the air filter assembly 526 and the air tank 531 and/or the engine 510. In various embodiments, the air intake assembly 516 extends across the vehicle 2 from side to side. The sound attenuating device 522 is generally configured to reduce the overall noise caused by the air intake assembly 516 and is generally positioned forward of the engine 510 and rearward of the seating area 26. In various embodiments, the sound attenuation device 522 may be a blow molded component, such as a baffle box, or a passive duct sound attenuation device, such as a quarter wave duct tube, as explained in further detail below.
In various embodiments, powertrain 509 further includes a conduit member 532 coupled to frame 20. The conduit member 532 generally includes a first portion 534 that houses the intake port 520 of the intake assembly 516 and at least a portion of the first intake conduit 524, and a second portion 536 that houses a portion of an exhaust assembly 581 (FIG. 76) of the transmission 512 or an intake assembly 603 (FIG. 80) of the HVAC system 590, as described in further detail below, wherein the first portion 534 is spaced apart from the second portion 536 by a gap 537 (FIG. 79). In various embodiments, the tubing member 532 is a blow molded member.
The intake port 520 of the duct member 532 is generally positioned vertically higher than the exhaust port 591 of the transmission 512 or the intake port 607 of the intake assembly 603, and includes a cover 533 spaced from the rim 535 of the intake port 520 to provide an intake passage 539 between the cover 533 and the rim 535. In various embodiments, intake port 520 includes a screen (not shown) spanning intake passage 539. The cover 533 and the screen positioned across the intake passage 539 prevent debris from entering the intake assembly 516 and the engine 510. In various embodiments, the first portion 534 is positioned forward of the second portion 536. Because the first portion 534 is positioned forward of the second portion 536 and the intake port 520 is positioned vertically higher than the exhaust port 591 of the transmission 512, the engine 510 is able to draw in fresh, cool air as the exhaust from the transmission 512 is directed out via the conduit member 532, while the exhaust from the transmission 512 may be blown out of the exhaust port 591, thereby preventing the exhaust from the transmission 512 from mixing with the fresh air provided to the engine intake assembly 516. The duct member 532 is generally coupled to the cab frame 36 such that the air intake port 520 is positioned vertically higher than the uppermost portion of the seats 28, 30, and 32. In various embodiments, the duct member 532 is coupled to the downwardly extending portion 48 or 50 of the cab frame 36 at an elevation vertically above the uppermost boundary of the seats 28, 30, and/or 32.
Referring to fig. 81-83, the air filter assembly 526 of the air intake assembly 516 generally includes an air filter housing 538 and an air filter 540. The air filter housing 538 generally includes a body 542, a cover 544 coupled to the body 542, and a seal 546 coupled to the cover 544 and positioned between the cover 544 and the body 542 to seal the coupling between the cover 544 and the body 542. In various embodiments, cover 544 can be coupled to body 542 via a cam-type coupling 545. The body 542 can include a duckbill valve 548 (fig. 83) configured to allow any debris and/or fluid to be removed from the interior of the air filter housing 538.
Referring now to fig. 84 and 85, the exhaust assembly 518 of the engine 510 generally includes an exhaust conduit assembly 550 extending from the engine 510. The exhaust conduit assembly 550 generally includes at least one exhaust conduit 554 extending from the engine 510. In various embodiments and as shown in fig. 84 and 85, the exhaust conduit 554 may include a first conduit 556 having a first end 556a extending from the engine 510 and a second conduit 558 having a first end 558a extending from the engine 510, wherein a second end 556b of the first conduit 556 and a second end 558b of the second conduit 558 are coupled together to form a single integrated conduit 560 that channels exhaust from the engine 510 out of the vehicle 2. The exhaust conduit 554 may be stepped such that overall performance and/or power of the vehicle 2 is increased. In various embodiments, the discharge conduit 554 may step from approximately 1.75 inches in diameter to approximately 2 inches in diameter. This step in the diameter of the exhaust conduit 554 allows the exhaust flow to be farther apart from the wall when there is a tight bend in the exhaust conduit 554, and there is a reflected rarefaction or release wave in the opposite direction when the pressure wave strikes the expansion region to cause a small reduction in exhaust pressure at the port shortly after the original pressure wave strikes the stepped portion. Overall, this requires less work by the piston during the exhaust stroke, leaving more for crankshaft output.
Exhaust assembly 518 may further include a heat shield 562 coupled to engine 510 and exhaust conduit assembly 550 (illustratively, first conduit 556 of exhaust conduit assembly 550) to provide thermal insulation protection to various other components of vehicle 2 adjacent to exhaust assembly 518. In various embodiments, the heat shield 562 is bolted to the engine 510 and the exhaust conduit assembly 550 via couplings 564a and 564b, wherein the stud 563 of the coupling 564b is formed in the engine 510 and the nut 565 is configured to couple the shield 562 to the stud 563 of the engine 510.
Referring to fig. 86-91, the cooling assembly 519 generally includes a radiator 566 positioned at a front of the vehicle 2, a fan 567 (fig. 22) positioned rearward of the radiator 566, and coolant bottles 568 coupled to the radiator 566 and the engine 510 via various fluid lines 571. In various embodiments (i.e., when the pedestal 470 is stationary), the coolant bottles 568 can be coupled to the side surface 475 of the pedestal 470 via a bracket 569 (fig. 87), while in other various embodiments (i.e., when the pedestal 470 is tiltable), the coolant bottles 568 can be coupled to the frame lower portion 38 via a bracket 570 that is rearward of the seating area 26 and forward of the pedestal 470 (fig. 88). The coolant bottle 568 is generally positioned vertically above the top of the heat sink 566 (FIG. 86). In various embodiments, the coolant bottle 568 may be positioned approximately 75 millimeters above the top of the heat sink 566.
When the coolant bottles 568 are coupled to the side surfaces 475 of the chassis 470, or in other cases when access to the area near the chassis 470 may be desired, the cargo area 41 of the body assembly 40 may include removable side panels 572 to allow access to the coolant bottles 568 or other components through the openings 568a in the body assembly 40, as shown in fig. 89-91. The removable side panel 572 includes a body 573 having a tab 574 on a first end 573a configured to be received within an opening 574a in the body assembly 40, at least one hook 575 on a second end 573b configured to be received within a separate opening 575a in the body assembly 40, and a latch mechanism 576 configured to be received within yet another opening 576a in the body assembly 40. Latch 576 includes an extension 577 (fig. 90) on a first side of latch 576 that is configured to be received within opening 576a and a biasing member 578 (fig. 91) extending from a second side of latch 576. Biasing member 578 is configured to abut body 573 of removable side panel 572 and bias latches 576 inwardly toward base 470 such that extension 577 is received within opening 576 a. To release removable side panel 572 from body assembly 40, latch 576 is actuated by pulling one end 576b of latch 576 outwardly away from base 470 such that extension 577 moves out of opening 576 a.
Referring now to fig. 140, in various embodiments, opening 1568b may be positioned longitudinally rearward of opening 1568a in body assembly 1040. Openings 1568a and 1568b may be accessed by removing removable access panel 1572, which operates in substantially the same manner as removable side panel 572 (fig. 89-91). In various embodiments, the opening 1568b allows access to the exit panel 1569. In various embodiments, a plurality of outlet panels 1569 are located within openings 1568 b. Outlet face plate 1569 may include a plurality of individual outlets 1569a configured to distribute power to one or more accessories. Outlet panel 1569 is coupled to the electrical systems and batteries (not shown) of vehicle 1002. In various embodiments, the plurality of independent outlets 1569a are present within opening 1568 a. In the various embodiments of the present invention,these separate outlets 1569a may provide different power levels to accommodate different types of accessories. An exemplary egress panel 1569 is PULSE from Polaris INDUSTRIES, inc. of 55 Lo 2100 (55340) (2100HWY 55, MEDINA, MN 55340), minnesota
Figure BDA0003575162320000421
Additional disclosure regarding attachment control can be found in U.S. patent application No. 62/878,927, filed on 26/7/2019, the entire disclosure of which is incorporated herein.
Referring now to fig. 76, 80, and 92, the transmission 512 of the powertrain 509 can be a shiftable or continuously variable transmission ("CVT"), it may be an electronically controlled CVT ("eCVT"), a steel belt CVT, and/or a rubber belt CVT. Further details regarding steel belt CVTs may be found in U.S. patent application Ser. No. 62/961,442 (attorney docket number PLR-06-28903.01P-US), filed on 15/1/2020, the subject matter of which is incorporated herein by reference. The transmission 512 (illustratively, a CVT transmission) generally includes a transmission housing or body 579 that houses a driving or driven clutch (not shown), a cooling air intake assembly 580 that provides cool air to the transmission body 579, a cooling air exhaust assembly 581 that directs used and/or heated air away from the transmission body 579, and a passive duct acoustic attenuation device 583 positioned upstream or downstream of the transmission body 579. In various embodiments, the transmission 512 includes a vent line 513 (fig. 32) coupled to the rear frame portion 104 (illustratively, the frame member 154) and configured to relieve pressure within the transmission 512 upon temperature changes therein. In various embodiments, the ventilation line 513 may be coupled to the rear frame portion 104 via a clip 511 that is received within an opening in the rear frame portion 104. The vent line 513 generally includes an oleophobic and/or hydrophobic cover 515 that is configured to block debris and/or fluid from entering the vent line 513 and/or the transmission 512.
The intake assembly 580 of the transmission 512 generally includes an intake port 582, and an intake conduit 584 fluidly coupling the intake port 582 to the transmission body 579. When the sound attenuation device 583 is disposed upstream of the transmission body 579, as shown in fig. 92, the intake duct 584 couples the intake port 582 to the sound attenuation device 583, and the sound attenuation device 583 is directly coupled to the transmission body 579. When the sound attenuation device 583 is disposed downstream of the transmission body 579, the air inlet conduit 584 couples the air inlet port 582 directly to the transmission body 579.
In various embodiments, air inlet port 582, and at least a portion of air inlet conduit 584 may be defined within conduit component 585. In various embodiments, conduit component 585 is a blow molded plastic component. Duct member 585 is coupled to downwardly extending portion 48 or 50 of cab frame 36 generally opposite duct member 532, and air inlet port 582 is positioned generally vertically higher than the uppermost extent of seats 28, 30, and/or 32. The inlet port 582 generally includes a cap 586 that creates a channel 587 between the cap 586 and an edge 582a of the inlet port 582. In this manner, the placement of the cover 586, and/or the air intake port 582, significantly reduces the amount of debris (i.e., water, dirt, branches, etc.) that may enter the air intake assembly 580. In addition, increasing the length and volume of the intake port 582 reduces overall noise.
The acoustic attenuation device 583 of the transmission 512 generally includes a plurality of quarter tubes 583a-e, each tube configured to have a particular frequency of between approximately 400dB to 800dB based on its various lengths. The particular frequency/length of each tube 583a-e is specifically chosen based on the pressure level associated with each frequency such that the varying frequencies produce alternating standing pressure waves between the tubes 583a-e that cancel each other to reduce the overall noise of the transmission 512. In various embodiments, one of the tubes 583a-e includes a duckbill valve 588 configured to function as a one-way valve that opens when sufficient fluid is present above the valve 588 to open the valve 588 and drain the fluid therein. A duckbill valve 588 is generally positioned at the bottom end of the first quarter wave tube 583 a. In various embodiments, the sound attenuating device 583 is a blow molded plastic component, such as a quarter wave tube.
Referring to fig. 76 and 80, the exhaust assemblies 581, 581 of the transmission 512 generally include exhaust conduits 589, 589 and exhaust ports 591, 591. In various embodiments, and as shown in fig. 76, the exhaust conduit 589 may extend across and within the vehicle 2 from the transmission housing 579 to the tunnel member 532 such that the exhaust port 591 is formed by the tunnel member 532. The first portion 591a of the exhaust conduit 589 is formed by the tunnel member 532, and the second portion 591b of the exhaust conduit 589 is formed by a metal tube extending between the transmission housing 579 and the tunnel member 532. Similar to intake port 582, when exhaust port 591 is formed within duct member 532, exhaust port 591 may or may not include a cover (not shown). When the exhaust assembly 581 extends across the vehicle 2 in this manner, the seats 28, 30, and/or 32 of the vehicle 2 may be positioned further rearward in the vehicle 2 such that the seating area 26 may be increased. In other various embodiments, and as shown in fig. 80, an exhaust conduit 589 of the exhaust assembly 581 may extend out of the transmission housing 579 and forward within the vehicle 2 such that an exhaust port 591 blows exhaust from the transmission housing 579 across the exhaust assembly 518 of the engine 510. In this manner, the temperature below the base 570 is relatively lower than when the transmission exhaust does not pass through the exhaust assembly 518. More specifically, although the temperature of the exhaust gas within the exhaust ports 591, 591 is elevated compared to the temperature of the air received within the transmission 512, the temperature of the exhaust gas may still be lower than the temperature of the engine 510 or other heat sources adjacent to the engine 510, such that the engine 510 and/or adjacent components are cooled by having the exhaust gas traverse the engine 510 or other components from the transmission 512.
Referring now to fig. 86 and 93-97, vehicle 2 may further include a heating, ventilation, and air conditioning (HVAC) system 590 coupled to frame lower portion 38 (illustratively, front portion 100 of frame lower portion 38). The HVAC system 590 generally includes an HVAC housing or box 592 supporting a heater core (not shown) in a top portion 593 thereof and an air conditioning unit (i.e., evaporator) (not shown) in a bottom portion 594 thereof, an air intake duct 595, a condenser 596, a compressor 598, and/or an alternator (not shown), and an air guide duct 600. Intake conduit 595 includes an air filter 597 and is configured to provide ambient air to HVAC case 592. In various embodiments, the intake conduits 595 pass through the insulation panel 611 (fig. 95) such that heat extraction from adjacent heat generating components via the intake conduits 595 may be reduced. Specifically, since the heat generating components adjacent to the intake conduit 595 are in front of the insulation panel 611, the portion of the intake conduit 595 that extends into the cab beyond or behind the insulation panel 611 is exposed to cooler air than the portion of the intake conduit 595 that extends in front of or in front of the insulation panel 611. For additional information and details regarding insulation panels, U.S. patent application No. 15/631,874, now U.S. patent No. 10,479,422 (attorney docket No. PLR-06-28008.01P-US), is expressly incorporated herein by reference. The condenser 596 is positioned forward of the radiator 566 and is coupled to the HVAC case 592 and the engine 510. A compressor 598 and/or an alternator (not shown) are positioned adjacent to the engine 510 and coupled to an air conditioning system in the condenser 596 and the HVAC case 592. The air directing duct 600 is coupled to the HVAC case 592 to provide conditioned air into the seating area 26. Further, in various embodiments, the HVAC case 592 and/or the guide duct 600 may be coupled to the frame lower portion 38 (illustratively, below the frame member 124) via a bracket 599. The bracket 599 may be made of various materials, including sheet metal.
Referring to fig. 80, in various embodiments, a compressor 598 and/or an alternator (not shown) may be coupled to the engine 510 and may be concealed within the housing 601. To keep the compressor 598 (fig. 86) and/or alternator properly cooled, the housing 601 may include an air intake assembly 603 that provides cool air to the housing 601 and the compressor 598 and/or alternator housed therein, and an air exhaust assembly 605 that directs used and/or heated air out of the housing 601. The intake assembly 603 generally includes an intake port 607, and an intake conduit 609 coupling the intake port 607 to the housing 601. In various embodiments, similar to the intake ports 520 and intake conduits 524 of the engine intake assembly 516, the intake ports 607, and a portion of the intake conduits 609 are formed within the tunnel member 532. When the vehicle 2 includes the HVAC system 590 and, therefore, the air intake assembly 603 for the housing 601, the exhaust conduit 589 of the transmission 512 must be used so that the ducting member 532 houses the intake port 607 of the air intake assembly 603 and the intake port 520 for the powertrain 509, rather than the exhaust port 591 of the transmission 512 cooling the exhaust assembly 581. Both the exhaust port 591 of the cooling exhaust assembly 581 and the intake port 607 of the intake assembly 603 cannot be provided simultaneously.
Referring to fig. 93-97, the air guide duct 600 of the HVAC system 590 generally includes a main body 602 coupled to an HVAC case 592, a defrost vent 604 extending upwardly from the main body 602, forward cabin vents 606, 606 extending rearwardly from the main body 602, and a floor vent 608 extending downwardly from the main body 602. When the vehicle 2 further includes a rear passenger seat 32, the air directing duct 600 may further include a rear cabin eductor(s) 610 extending downwardly from the main body 602 and downwardly and rearwardly of the front cabin eductors 606, 606 to direct air into the rear passenger seating area. In various embodiments, the body 602, the defrost vent 604, the forward tank vents 606, the floor vent 608, and/or the aft tank vent 610 may be blow molded such that some or all of the components 602, 604, 606, 608, and/or 610 are a single, integral component.
The pod drains 606, 606 each generally include an outlet 612 and a conduit 614 extending between the main body 602 and the outlet 612. In various embodiments, air directing conduit 600 may further include additional conduits 611 extending from main body 602 to extra-front cabin exhauster 606 to provide additional airflow thereto. Further, in various embodiments, the outlet 612 of the front cabin discharger 606 may include a vent assembly 616 (fig. 97) configured to direct air provided through the front cabin discharger 606, 606 to the seating area 26. The vent assembly 616 generally includes a louver assembly 618 configured to rotate and direct air, and a cover 620 configured to couple with an extension 621 of the louver assembly 618 via a tab 622 and to the outlet 612 via a clamp 624.
The floor drains 608 each generally include a conduit 626 and at least one outlet 628. In the illustrative embodiment shown in fig. 96, the conduit 626 splits into two separate conduits 630 and 632 at a lower end 633 of the conduit 626 such that the floor drains 608 each include two outlets 628.
The rear hatch eductor 610 generally includes a conduit 634 extending rearwardly between the driver seat 28 and the passenger seats 30 and at least one outlet 636 configured to provide heated or cooled air to the rear passenger seats 32. In the illustrative embodiment shown in fig. 96, the conduit 634 splits into two separate conduits 638 and 640 at the aft end 637 of the conduit 634 such that the aft pod discharger 610 includes two outlets 636. In various embodiments, the defroster drain 604 and/or the trunk drain 610 may include a vent (not shown) configured to block air from exiting the drains 604 and/or 610 or direct air from the drains 604 and/or 610 in at least one direction. In some embodiments, when the vent is open, air may be directed in one direction via one or more flat flaps, while in other embodiments, the vent may include a flat flap and at least one additional flat flap having a V-shaped dimple in the middle thereof such that air may be directed in three different directions to achieve an overall wider air flow. The wider airflow allows for fewer eductors 604 and/or 610 to be provided, thereby resulting in fewer parts, a reduction in the weight of vehicle 2, and a reduction in the costs associated with vehicle 2.
Referring to fig. 98 and 99, the HVAC system 590 generally further includes HVAC vents including a ventilation panel 629 having a plurality of flaps 631 for directing air out of the HVAC system 590 and/or the seating area 26. The ventilation panel 629 is generally coupled to the frame 20 (specifically the front portion 100 of the frame lower portion 38) and/or the body assembly 40 such that air may pass from within the vehicle 2 to outside the vehicle 2. In various embodiments, a ventilation panel 629 may be positioned between frame members 126 and 128 of front portion 100 of frame lower portion 38.
Referring now to fig. 100-102, the vehicle 2 further includes a fuel system including a fuel reservoir 642 for providing fuel to the engine 510. Fuel tank 642 generally includes a body 644 having a fill tube 646, a valve 648, and a fuel pump 650. Fill tube 646 is configured to receive liquid fuel from the fuel delivery apparatus and generally includes a cover (not shown) to contain the liquid fuel and fuel vapor within fuel reservoir 642. Further, the fill tube 646 is generally accessible from one side of the vehicle 2. Valve 648 of fuel tank 642 is configured to allow venting of fuel vapor trapped within fuel tank 642 and to prevent liquid fuel from escaping fuel tank 642, particularly in the event vehicle 2 experiences a situation where it is tilted beyond a predetermined angle. Accordingly, the valve 648 prevents liquid fuel from entering the fuel vapor line 649 configured to receive fuel vapor from the fuel reservoir 642.
Fuel pump 650 of fuel tank 642 is configured to deliver liquid fuel from fuel tank 642 to engine 510 through fuel delivery line 651 based on operating conditions of vehicle 2, for example, based on information received from throttle control. In various embodiments, a routing disc 200, 200 may be provided adjacent to the fuel storage tank 642 to hold and direct the conduits 649 and 651, wherein the routing disc 200, 200 (not shown in fig. 100-102) may be mounted or coupled to the body 644 or simply rest on the body 644.
The body 644 of the fuel reservoir 642 generally comprises a first depth d 1 And has a second depth d 2 Second portion 654 of which the second depth d 2 Is deeper than the first depth d 1 And deeper. In various embodiments, the body 544 is a blow molded plastic component. Fuel pump 650 may include a remote trap 656 (fig. 102) configured to trap fuel within second portion 654 of body 644 of fuel tank 62 to ensure that fuel remaining in body 644 is provided to fuel pump 650. In various embodiments, the remote trap 656 may include a lid or filter 658 to prevent debris from entering the remote trap 656.
Referring to fig. 103, in various embodiments, the vehicle 2 may include a plurality of output voltage regulators/rectifiers 660 configured to increase the available power by providing output power to independently charge a starting battery 661 and/or an auxiliary battery 662. The voltage regulator/rectifier 660 is generally coupled between the stator 664 of the vehicle 2 and the starting battery 661 and/or the auxiliary battery 662, and generally includes a first section 665 configured to convert the AC voltage from the stator 664 to a DC voltage substantially greater than the voltage of the batteries 661 and/or 662 and a second section 666 configured to step down the DC voltage to the voltage of the batteries 661 and/or 662. The first section 665 is generally coupled to the second section 666 via a DC link 667 (i.e., two wires). The first segment 665 functions as a series-type regulator, wherein the current of the stator 664 is periodically reduced to zero when excess power is available from the stator 664, and rectified to a higher voltage especially when the engine 510 is operating at cruise speed, resulting in lower stator current and lower stator temperature. In various embodiments, the first section 665 is a conventional silicon controlled rectifier ("SCR-based") series voltage regulator. The second section 666 generally includes a plurality of buck-type DC-DC converter circuits, where each DC-DC converter circuit may feed its own regulator output amount, or multiple circuits may be connected in parallel to increase power. In various embodiments, a first output 668 is provided to charge a starting battery 661, and a second output 669 is provided to charge an auxiliary battery 662. When there is insufficient power to maintain both the first output 668 and the second output 669 at their desired voltages, the first output 668 may have priority and allow the second output 669 to be reduced. In various embodiments, the first output quantity 668 and the second output quantity 669 may have different desired voltages and/or maximum output currents. Voltage regulator/rectifier 660 allows for a reduction in the temperature of stator 664, an increase in the output power of stator 664, independent charging of starter battery 661 and auxiliary battery 662, and no need for battery isolation contactors.
Referring to fig. 104A-104B, control circuitry/logic is shown for the stator 664, the voltage regulator/rectifier 660, and/or the batteries 661 and 662, which is configured to monitor the AC voltage of the stator 664 to determine the magnetic flywheel speed (typically equal to the RPM of the engine 510) and to determine a target DC link voltage based on the determined magnetic flywheel speed and the output current of the regulator/rectifier 660 to limit heating of the stator 664. The target determines that the DC link voltage is typically at its maximum, but may be decreased at low RPM and high output current to increase the available power. In various embodiments, flywheel speed is also used to determine a minimum DC link voltage, which is typically approximately 10V at idle and increases to 40V at high RPM. The control circuitry/logic may include a proportional-integral-derivative ("PID") controller (not shown) to control the DC link voltage at 45V, and each DC-DC converter circuit in the second section 666 may include an associated PID controller (not shown) to provide a constant output voltage according to current limits. The current limit is adjusted according to the DC-link voltage, the operating temperature, and the priority of the output quantities 668 and 669. The current never exceeds the rating of the DC-DC converter circuit. The total current limit is typically calculated as follows:
I T ＝min(I R (V link -V min )*K)
the unit is A/V, wherein I R Is rated current, V link Is the measured DC link voltage, V min Is the minimum DC link voltage as a function of flywheel speed, and K is the control constant. Further, the following pseudo code determines the output current of each output:
for x =1
I o ＝max(0,PID(V out [x]-V target [x],I out [x]))
I o ＝min(I o ,I T ,Temp_limit(T device ,I max [x]))
I out [x]＝I o And I T ＝I T -I o
}
Wherein V out [x]Is the measured output voltage, V, of the output X target [x]Is a target output voltage of output X, I out [x]Is to output the command output current of x, and the function PID (error, current output) calculates to obtain the target output current, T device Is the measured device temperature, function Temp _ limit (Temp, I) max ) And calculating to obtain the maximum current at a fixed temperature. In this way, eachThe output volume may be protected from overheating and the lower numbered output volume may be given priority when the total available power is limited.
Referring now to fig. 105-107, in various embodiments, the vehicle 2 may include a folding cup holder 680 coupled to a rear end of the center console 410 between the driver seat 28 and the front passenger seat 30. A lower end 684 of the folding cup holder 680 is generally coupled to the center console 410 such that an upper end 686 of the folding cup holder 680 is configured to pivot outwardly and downwardly away from the center console 410 to an open or use configuration (fig. 106). The center console 410 generally includes a recess 688 configured to receive the collapsible cup holder 680 in a closed or storage configuration (fig. 105). The folding cup holder 680 generally includes a first opening 690 and a second opening 692, wherein in various embodiments, the first opening 690 and the second opening 692 may be coupled via a passage opening 694.
Referring again to fig. 55, in various embodiments, a shift handle 696 of vehicle 2 may include an actuation mechanism 698 configured to control a winch (not shown) of vehicle 2. The actuation mechanism 698 can be a plurality of separate buttons, toggle buttons, and/or other various actuation mechanisms positioned on/off of each other or forward/rearward of each other.
Fig. 108-111 illustrate an alternative embodiment of vehicle 2, shown as vehicle 1002, and vehicle 1002 will now be described in more detail. Vehicle 1002 generally includes a pair of front ground contacting members 1004 and a pair of rear ground contacting members 1006. Vehicle 1002 includes a lower frame portion 1038 supported by ground contacting members 1004, 1006. Front suspension 1010 is operatively coupled to lower frame portion 1038 and front ground contacting member 1004. The front suspension 1010 may be a dual alignment or control arm suspension, or may further be a strut suspension. In various embodiments, the front suspension 1010 may be any type of front suspension. Rear suspension 1012 is operatively coupled to frame lower portion 1038 and rear ground contacting member 1006. The rear suspension 1012 may be a dual alignment or control arm suspension, or may further be a strut-type suspension. In various embodiments, the rear suspension 1012 may be any other type of rear suspension.
A cab frame 1036 (fig. 115) is supported by the lower frame portion 1038. A cab frame 1036 is positioned above and coupled to the lower frame portion 1038. The body assembly 1040 is supported by a lower frame portion 1038 and a cab frame 1036. A plurality of doors 1360 may be coupled to the lower frame portion 1038 to completely enclose an operator area (not shown) of the vehicle 1002. Body assembly 1040 includes a shroud 1354 positioned at a forward portion of vehicle 1002. The windshield 1347 is positioned behind the hood 1354 and further encloses the operator area of the vehicle 1002. The roof 1358 is positioned atop the cab frame 1036 and is configured to further enclose the operator area of the vehicle 1002. The roof 1358 may include multiple roof panels or may further include a single roof panel.
Vehicle 1002 includes positioning at a vehicle 1002 at the rear of the cargo box 1470. Illustratively, cargo box 1470 may be tilted or rotated to help empty the contents of cargo box 1470. Additionally, cargo box 1470 may support a box cover 1020 configured to enclose cargo box 1470. Cover member 1020 may be sealingly coupled to cargo box 1470 and one or both of frame assemblies 1036, 1038 to provide an increased enclosed area. In the present embodiment, vehicle 1002 includes a powertrain assembly 1025 including an intake assembly (fig. 154) coupled to an engine (not shown) of powertrain assembly 1025. The air intake assembly includes an air intake hole 1742 positioned on one side of the vehicle 1002.
As described herein, various systems will be described in conjunction with the additional embodiments described in fig. 108-111. In embodiments, each of the systems described herein may be used with any embodiment of vehicle 2 or vehicle 1002.
Referring now to fig. 112-114, collision slide 1220 includes a second portion 1224 that includes a forward facing surface 1231 configured to interface with additional portions of collision slide 1220. The second portion 1224 is generally positioned vertically lower than the rear frame portion 1104 and is coupled to a pair of rear frame members 1155 thereof. The second portion 1224 is coupled to the rear frame member 1155 by clamps 1225 positioned at a rearward surface 1223 of the second portion 1224. In the exemplary embodiment, second portion 1224 includes a pair of clamps 1225 that are each configured with a pair of extensions 1226. In the current embodiment, the extension 1226 is generally arcuate, and when the second portion 1224 is mounted on the rear frame portion 1104, the extension 1226 extends around a portion of the rear frame member 1155. Illustratively, the rearward surface 1223 of the second portion 1224 is coupled to the rear frame portion 1104 without the use of fasteners. In various embodiments, however, the use of fasteners is contemplated, and fasteners may be used to further couple or fasten the second portion 1224 of the skid plate 1220 to the rear frame portion 1104.
As best seen in fig. 114, the second portion 1224 includes a plurality of support braces 1227 configured to support the rear frame member 1155 (fig. 113). In the current embodiment, each jig 1225 includes a pair of support brackets 1227 positioned vertically lower than the extension 1226. Additionally, a support bracket 1227 is coupled between the second portion 1224 and the clamp 1225, which provides additional rigidity to the clamp 1225 while also providing support to the back frame member 1155. In the current embodiment, the support bracket 1227 includes an arcuate surface configured to interface with the underside of the rear frame member 1155, and the extension 1226 extends over the top of the rear frame member 1155.
In the current embodiment, the second portion 1224 protects at least a portion of the rear frame portion 1104. Additionally, the second portion 1224 protects the pair of rear frame members 1155, the pair of longitudinally extending lower frame members 1158, and the pair of transition brackets 1172. In various embodiments, the second portion 1224 may be contoured to interface with the rear frame member 1155, the longitudinally extending lower frame member 1158, and the transition bracket 1172.
Turning now to fig. 115-119, the bracket 1055 of the cab frame 1036 is explained in more detail. As best seen in fig. 115, the cab frame 1036 includes a front frame portion 1042 and a rear frame portion 1044 coupled via a pair of longitudinally extending frame members 1043. In various embodiments, the cab frame 1036 further includes an intermediate frame portion 1045. The cab frame 1036 further includes horizontally extending frame members 1058 positioned toward a front portion of the cab frame 1036 and coupled between the pair of longitudinally extending frame members 1043 adjacent to the front frame portion 1042. Additionally, the cab frame 1036 may include horizontal frame members 1080 positioned toward the rear portion of the cab frame 1036 and coupled between the pair of longitudinally extending frame members 1043 adjacent to the rear frame portion 1044. In various embodiments, the cab frame 1036 further includes a frame assembly 1052 extending between longitudinally extending frame members 1043. The frame assembly 1052 includes a horizontally extending frame member 1054 and a pair of downwardly extending vertical members 1050. The downwardly extending vertical members 1050 include castings 1056 positioned to couple at their lower boundary to the frame lower portion 1038. As best seen in fig. 116, the frame assembly 1052 is operatively coupled to a longitudinally extending frame member 1043 by a bracket 1055. The bracket 1055 provides a method of coupling the frame assembly 1052 and the longitudinally extending frame member 1043 without interrupting the cross-section of the frame assembly 1052 or the longitudinally extending frame member 1043.
Referring to fig. 116-119, the bracket 1055 includes a bracket body 1060 coupled to a horizontally extending frame member 1054, a longitudinally extending frame member 1043, and a downwardly extending vertical member 1050. Illustratively, the bracket body 1060 is positioned to couple with an outboard side of the horizontally extending frame member 1054, operatively coupled to the downwardly extending vertical member 1050, and further coupled to an underside of the longitudinally extending frame member 1043. As best seen in fig. 117, brackets 1059 are coupled on the inside of horizontally extending frame members 1054 and downwardly extending vertical members 1050. The bracket 1059 includes a locating feature 1069A configured to extend within an opening 1069B in the underside of the horizontally extending frame member 1054. In addition, the bracket 1059 includes a plurality of openings 1068 that allow the bracket 1059 to be welded to the horizontally extending frame member 1054, the downwardly extending vertical member 1050, and the intermediate member 1053. During the assembly process, the bracket 1059 is generally positioned using the positioning features 1069A and then welded to the horizontally extending frame member 1054, the downwardly extending vertical member 1050, and the intermediate member 1053. When the bracket 1059 is installed, the bracket 1059 provides support to the joint around the bracket 1055.
The bracket 1055 further includes a pair of bushings 1057 welded within the horizontally extending frame member 1054 and the downwardly extending vertical member 1050. The bracket body 1060 includes a first extension 1061 and a pair of second extensions 1063. In the current embodiment, the bracket body 1060 includes a pair of second extensions 1063 extending in substantially the same direction (generally opposite the first extensions 1061). In addition, the first extension 1061 includes a pair of openings 1062, and the second extensions 1063 each include an opening 1064. Openings 1062 and 1064 each receive a fastener 1065. Additionally, the bushing 1067 is configured to receive a fastener 1065 to couple the bracket body 1060 to the frame assembly 1052. In the current embodiment, the fastener 1065 is a bolt and is received by a nut 1066. Illustratively, the first extension 1061 is coupled to a horizontally extending frame member 1054, and the second extension 1063 is coupled to a downwardly extending vertical member 1050.
Still referring to fig. 117-119, the bracket body 1060 further includes a pair of gussets 1067 extending generally laterally from the bracket body 1060 and coupled to the longitudinally extending frame member 1043. In the current embodiment, gussets 1067 are welded to the longitudinally extending frame member 1043 to provide additional support to the bracket 1055 and specifically to enhance the rigidity of the joint. In addition, the bracket body 1060 includes an opening 1068 that provides an additional location for welding the bracket body 1060 to the longitudinally extending frame member 1043.
Referring to fig. 119, the bracket 155 further includes a double bracket 1070 that is welded to the bracket body 160. In the current embodiment, double brace 1070 includes a pair of extensions 1071, each of which includes an opening 1074. The extension 1071 aligns with the second extension 1063 and the opening 1074 aligns with the opening 1064 to allow the fastener 1065 to pass through both openings 1064 and 1074. In addition, the double stent includes a bridge 1075 coupled between the extension 1071 and the pair of outwardly extending supports 1072. The support 1072 is coupled to the gusset 1067 by welding. The double bracket 1070 provides additional support to the bracket 1055 and the second extension 1063.
In the current embodiment, the stand body 1060 is constructed of a single metal sheet. In various embodiments, the stand body 1060 may be constructed from multiple pieces and may be constructed from any rigid material. During manufacture, the dual bracket 1070 is welded to the bracket body 1060 to improve the structural integrity of the bracket body 1060, and the bracket body 1060 is welded to the longitudinally extending frame member 1043. Additionally, a bushing 1067 is welded within the frame assembly 1052, and more specifically within the horizontally extending frame member 1054 and the downwardly extending vertical member 1050. Brackets 1059 are positioned on the underside of the frame assembly 1052 and welded in place to provide additional support to the frame assembly 1052 between the horizontally extending frame members 1054 and the downwardly extending vertical members 1050. The bracket body 1060 and the longitudinally extending frame member 1043 are positioned atop the frame assembly 1052 such that the openings 1062 and 1064 are aligned with the bushing 1067. Finally, fasteners are inserted through openings 1062 and 1064 and bushing 1067, respectively.
Turning now to fig. 120 to 121, a shock absorber mount 1110 for a rear shock absorber 1111 will be explained. Shock absorber mounts 1110 are positioned along the longitudinally extending frame members 1106 at a location below cargo box 1470. Illustratively, the shock absorber mount 1110 is positioned adjacent the rear frame member 1155 and longitudinally forward of the longitudinally extending lower frame member 1158 and transition bracket 1172. In the current embodiment, shock absorber mount 1110 receives a lower end of shock absorber 1111, and an upper end of shock absorber 1111 is coupled to a portion or frame of cargo box 1470 at upper mounting location 1120.
Shock absorber mount 1110 includes a shock absorber mount body 1113 that includes a first portion 1114 and a second portion 1115. Illustratively, first portion 1114 includes an opening 1114A, and second portion 1115 includes an opening 1115A. First portion 1114 and second portion 1115 are spaced apart, and at least an upper portion of each of first portion 1114 and second portion 1115 are generally parallel to and spaced apart from each other. The damper lower portion 1112 may be received within a space between the first portion 1114 and the second portion 1115. In addition, the pin 1118 extends between the openings 1114A and 1115A and extends through the opening 1112A in the damper lower portion 1112. Cotter pin 1119 is selectively removable from pin 1118 to allow pin 1118 to be removed from shock absorber mount 1110, thereby allowing shock absorber 1111 to be removable from shock absorber mount 1110.
First portion 1114 and second portion 1115 extend downward, and second portion 1115 extends downward along the side of longitudinally extending frame member 1106, and first portion 1114 extends downward at an angle to meet second portion 1115. Shock absorber mount body 1113 is coupled to longitudinally extending frame member 116, first portion 1114, and second portion 1115 to provide additional support to shock absorber mount 1110. In addition, the shock absorber mount body 1113 includes an extension 1116 having a hole 1116A. In the current embodiment, the shock absorber mount body 1113 includes at least two holes 1116A to receive the fasteners 1117. Illustratively, aperture 1116A is laterally spaced from first portion 1114 and second portion 1115. In addition, the first and second substrates are, the fasteners 1117 extend through the apertures 1116A and a pair of apertures 1106A in the top surface of the longitudinally extending frame member 1106. In various embodiments, the fasteners 1117 may extend through different locations of the shock mount body 1113 and couple with the sides or bottom of the longitudinally extending frame member 1106.
In the current embodiment, the shock mount 1110 is positioned laterally offset from the centerline of the vehicle 1002. Thus, the shock mount 1110 is closer to one side of the vehicle 1002 and is therefore more easily accessible to an operator of the vehicle 1002. Additionally, by allowing an operator to easily remove shock absorbers 1111 from shock absorber mounts 1110, cargo box 1470 may be more easily tilted upward, as previously discussed, thereby allowing easier access to the components below cargo box 1470.
Referring now to fig. 122-124, the frame 1400 of the door 1360 (fig. 108) is explained in more detail. In the current embodiment, the door frame 1400 includes a lower frame 1401 and an upper frame 1402. The lower frame 1401 further includes an outer panel 1410 and an inner panel 1420. Illustratively, the outer panel 1410 and the inner panel 1420 are created by a stamping process and then welded together. The frame 1400 further includes a forward or hinge side 1406 and a back or latch side 1407. Additionally, an intermediate bracket 1415 is positioned adjacent to the hinge side 1406 between the outer panel 1410 and the inner panel 1420. Intermediate bracket 1415 provides additional rigidity to hinge side 1406 of lower frame 1401.
As seen in fig. 124, the upper frame 1402 is positioned between the outer panel 1410 and the inner panel 1420. Illustratively, the upper frame 1402 includes a pair of upper brackets 1403, an outer upper bracket 1403A and an inner upper bracket 1403B. In addition, the pair of lower brackets 1405 includes an outer lower bracket 1405A and an inner lower bracket 1405B. Each of outer upper brace 1403A, inner upper brace, outer lower brace 1405A, and inner lower brace 1405B includes at least one aperture configured to receive fastener 1404. Accordingly, the upper frame 1402 may be inserted between the outer panel 1410 and the inner panel 1420. In addition, space is created for insertion of a window (not shown) and control of the window between raised and lowered positions. Still referring to fig. 122-124, outer panel 1410 may include an aesthetic panel (not shown) coupled to face outward of vehicle 1002. The outer panel 1410 may include various fasteners and/or coupling portions to receive the aesthetic panel.
Referring now to fig. 125-130, the door 1360 is described in more detail. In the current embodiment, the door 1360 is coupled to the lower frame portion 1038 of the frame section 102 and/or 104 (fig. 15) by at least one hinge mechanism 1450. In the current embodiment, the door 1360 is coupled to the frame lower portion 1038 by a pair of hinge mechanisms 1450, and in various embodiments, more hinge mechanisms may be used. In the current embodiment, hinge mechanism 1450 is coupled to frame member 1128 and is positioned vertically below rear end 1125 of U-shaped frame tube 1120.
Hinge mechanism 1450 includes a bracket 1452 and a coupling plate 1454. The bracket 1452 is coupled to the lower frame portion 1038, and the coupling plate 1454 is coupled to the door 1360. Illustratively, the bracket 1452 includes a pair of horizontal channels 1457 and the frame member 1128 includes a pair of holes 1455. A pair of fasteners 1458 extend through the horizontal channel 1457 and are received within the apertures 1455, thereby coupling the bracket 1457 to the frame member 1128. In the current embodiment, the channel 1457 may have a horizontal length greater than a vertical height. Illustratively, the coupling plate 1454 includes a pair of vertical channels 1459 and the door 1360 includes a pair of holes 1453. A pair of fasteners 1458 extend through the passages 1459 and are received within the apertures 1453 to couple the plates 1457 to the door 1360. In the current embodiment, the vertical channel 145 may have a vertical height higher than its horizontal length.
With additional reference to fig. 125-127, the fastener 1458 is movable within the horizontal and vertical channels 1457, 1459. The door 1360 may be moved relative to the lower frame portion 1038 by moving the door 1360 and the fasteners 1458 within the horizontal and vertical channels 1457, 1459. Each of the plurality of hinge mechanisms 1450 can include a horizontal channel 1457 and a vertical channel 1459 to move in cooperation with each other.
Referring now to fig. 127-130, the gate limiting component 1460 is further explained. Illustratively, a door stop assembly 1460 is positioned on the lower portion 1401 of the door 1360. Additionally, a door check assembly 1460 is positioned inside the door assembly 1360 and is coupled to the inner panel 1420. Door limiting assembly 1460 includes a pair of mounting brackets 1462 and a conduit 1461 coupled therebetween. The frame member 1128 further includes a stent 1129 having a plurality of holes 1466. The support 1129 extends longitudinally rearward from the frame member 1128. In the current embodiment, mounting bracket 1462 includes a pair of apertures 1464 (fig. 129) that are positioned in alignment with apertures 1466. A pair of fasteners 1465 extend through the apertures 1464 to be received within the apertures 1466. Additionally, another mounting bracket 1462 includes apertures 1464 that are positioned to align with a pair of apertures 1477 on door 1360. A pair of fasteners 1465 extend through the apertures 1464 to be received within the apertures 1477 to couple the door assembly 1460 to the door assembly 1360.
The conduit 1461 provides access to cables (not shown) extending between the lower frame portion 1038 and the door 1360. The cable may be any type of cable including, but not limited to, a cable that powers a power window, a data cable, or other type of electrical cable, or a pulley-type cable.
As best seen in fig. 129-130, the door limiting assembly 1460 further includes a catheter strap 1463 and a restraining strap 1465. In the current embodiment, the catheter strip 1463 is integral with the catheter 1461. The catheter strip 1463 has a first end 1463A of the catheter strip 1463 wrapped around the first mounting bracket 1462 and a second end 1463B of the catheter strip 1463 wrapped around the second mounting bracket 1462. The catheter 1461 is positioned between mounting brackets 1462 along a catheter strip 1463. Additionally, restraining straps 1465 are coupled between mounting brackets 1465. In the current embodiment, first end 1465A of restraining strip 1465 is coupled to first end 1463A of catheter strip 1463, and second end 1465B of restraining strip 1465 is coupled to second end 1463B of catheter strip 1463. In various embodiments, the catheter strip 1463 and the restraint strip 1465 are coupled using adhesive, plastic welding, fastener(s).
The conduit strips 1463 and restraining strips 1465 are made of a flexible material to stretch and bend so as to move with the door 1360 as it moves between open and closed positions. In the current embodiment, restraining strip 1465 and catheter strip 1463 are made of the same material. In various embodiments, restraining strip 1465 is constructed of a more rigid material than catheter strip 1463. Additionally, the length of the restraining strip 1465 is shorter than the catheter strip 1463 such that when the door is rotated to the open position, there is a greater force within the restraining strip 1465 than within the catheter strip 1463. The restraining strap 1465 is sized appropriately so that the door 1360 is restricted from rotating entirely through the hinge assembly 1450 and contacting other portions of the vehicle 1002 (e.g., the aesthetic body panel). In the current embodiment, the restraining strap 1465 prevents the door 1360 from rotating more than 70 degrees. In various embodiments of the present invention, the, the restraining strap 1465 prevents the door 1360 from rotating more than 150 degrees. In various embodiments, the restraining strip 1465 prevents the door 1360 from rotating more than 115 degrees. The door restraint assembly 1460 may be positioned on either door 1360. In various embodiments, the various doors may be limited to various angles. In one embodiment, the front door 1360 may be limited to 75 degrees of rotation and the rear door 1360 may be limited to 70 degrees of rotation.
Referring now to fig. 131-132, the power supply port 1390 is integrated into a recess 1382 in the body assembly 1040 of the vehicle 1002. Illustratively, the recesses 1382 are positioned laterally adjacent to the grid 1380. In the current embodiment, the vehicle 1002 includes a pair of recesses 1382 on either side of the grille 1380 and the power supply port 1390 is positioned in the recesses 1382 and to the right of the grille 1380 as viewed from the front of the vehicle 1002. In various embodiments, either recess 1382 may receive power supply port 1390. In various embodiments, both recesses 1382 may receive power supply port 1390. In addition, power supply port 1390 is electrically coupled to the electrical system (not shown) and the battery (not shown) of vehicle 1002. In the current embodiment, the power supply port 1390 is bi-directional and is a battery charger for supplying power from an external power source (e.g., 120V at home) to the electrical system of the vehicle 1002. In addition, power supply port 1390 is capable of providing power to external accessories from the electrical system of vehicle 1002. In various embodiments, power supply port 1390 may be unidirectional and provide power to vehicle 1002 or from vehicle 1002.
The power supply port 1390 further includes a cover 1391 configured to cover the electrical pins 1392. In the current embodiment, the recess 1382 includes a front surface 1393 that is angled with respect to the grating 1380. The cover 1391 is positioned entirely within the recess 1382 and behind the front surface 1393 and is at least partially protected from debris and other elements.
Referring now to fig. 131 and 133-134, the bonnet retention system is explained in more detail. The grill 1380 includes a pair of retaining screws 1387 positioned in the upper left and right corners of the grill 1380. In the current embodiment, the retaining screw 1387 is configured to operate with quarter turn fasteners to allow the grille 1380 to be easily and quickly removed or adjusted from the vehicle 1002. When the retaining screw 1380 is loosened, the grill 1380 may tilt outward and out away from the vehicle 1002. In addition, the hood 1354 includes a recess 1357 adjacent to the front edge 1355 of the hood 1354 that receives the grill extension 1381. In the current embodiment, the grill 1380 further includes a plurality of tabs 1370 adjacent a lower edge of the grill 1380, and the front body assembly 1350 includes a plurality of complementary holes 1371 to receive the tabs 1370.
The grill 1380 at least partially covers at least a portion of the front body panel 1383. The front body panel 1383 includes hooks 1385 and recesses 1386. Illustratively, the hooks 1385 extend generally downward, and the recesses 1386 are positioned vertically higher than the hooks 1385. Front body panel 1383 further includes an extension 1388 that extends generally laterally inward toward the middle of vehicle 1002 and rearward of grille 1380. Extension 1388 includes a hole 1389 to receive retaining screw 1387. The hood 1354 further includes a strap 1384 adjacent the front edge 1355 of the hood 1354, and the strap 1384 is configured to extend downwardly adjacent the front body panel 1383. Illustratively, straps 1384 are configured to extend over hooks 1385 and couple to front body panel 1383. In the current embodiment, the straps 1384 are elastic members and may be stretched over the hooks 1385 to couple in place. When the straps 1384 are coupled to the front body panel 1383 by the hooks 1385, the hood 1354 is retained and substantially restricted from moving upward. The strip 1384 extends downwardly along and within the recess 1386 to prevent the strip 1384 from bending at a large angle, but instead to allow the strip 1384 to be substantially straighter without having to extend the front edge 1355 of the hood 1354 further forwardly. This prevents unnecessary strain on the straps 1384 and extends the useful life of the straps 1384. In various embodiments, the front body panel 1383 does not have a recess 1386. Although fig. 133 shows only one side of the front body panel 1383 and only one retention system, the present embodiment includes a retention system on both sides of the grill 1380, including straps 1384, hooks 1385, recesses 1386, tabs 1370, and holes 1371.
The hood 1354 further includes a pair of tabs 1356 positioned adjacent to a rear edge 1357 of the hood 1354. The body assembly 1040 further includes a pair of slots 1041 positioned adjacent the lower edge of the windshield 1347. The tab 1356 extends generally downwardly and rearwardly to extend within the slot 1041. The hood 1354 may be mounted to the vehicle 1002 by placing the tab 1356 within the slot 1041, lowering the hood 1354 onto the body assembly 1040, and extending the strap 1384 to engage the hook 1385.
The grill 1380 may be installed on the vehicle 1002 after installing the hooks 1354 by placing the tabs 1370 in the holes 1371 and rotating the grill 1380 upward to contact the front body panel 1383. The retaining screw 1387 is then rotated to engage the aperture 1389 and retain the grill 1380 in a fixed position adjacent the front body panel 1383. The grill 1380 covers the hooks 1385, straps 1384, recesses 1386, extensions 1388, and apertures 1389 when installed, and provides an aesthetic appearance to the front of the vehicle 1002. In addition, removing the grill 1380 and the hooks 1354 provides access to various engine components, suspension components, steering components, cooling components, electrical components, telecommunications components, or other components.
Referring now to fig. 135-137, a center console 1500 of a vehicle 1002 will be described. Illustratively, in fig. 135, the center console 1500 includes a pair of rear floor lights 1502. In the current embodiment, the rear floor lights 1502 are positioned on a lower portion of the center console 1500 and are angled downward and outward toward the feet of the passenger (not shown). The rear floor light 1502 provides a light source for the passenger. In addition, as shown in fig. 136 to 137, the center console 1500 includes a headlight 1504. Headlights 1504 provide light sources for an operator or passenger (not shown) to a central control area (e.g., fig. 55). In the current embodiment, the lights 1502 and 1504 are Light Emitting Diodes (LEDs). In various embodiments, lights 1502 and 1504 are powered at all times. In various embodiments, lights 1502 and 1504 are controlled using buttons, knobs, sliders. In various embodiments, the lights 1502 and 1504 are configured to turn on when the door 1360 is open and to turn off when the door 1360 is closed. In various embodiments, lights 1502 and 1504 are controlled by a timer. In various embodiments, the rear floor light 1502 includes more than one pair of lights. In various embodiments, a single rear backplane light 1502 is used. In various embodiments, more than one headlight 1504 is used.
Referring now to fig. 136-137, a storage container 1512 is positioned within the center console 1500 under the lid 1510. Illustratively, cover 1510 is rotated upward and rearward to expose the interior contents of console 1500. In the current embodiment, cover 1510 can be locked to center console 1500 using lock 1516. In the current embodiment, the storage container 1512 is removable (fig. 137) and is shaped to fit within the console 1500. In various embodiments, the lid 1510 includes a seal 1513 that is shaped to fit over the upper edge of the storage container 1512 so that the contents within the storage container 1512 are not susceptible to intrusion by water, other liquids, debris, or other foreign contents.
The center console 1500 further includes a pair of fuse boxes 1514 therein. In the current embodiment, the fuse box 1514 is positioned vertically below the storage container 1512. The fuse box 1514 is accessible by removing the storage container 1512 from within the center console 1500. The fuse box 1514 is accessible by an operator or passenger (not shown) of the vehicle 1002. In various embodiments, the fuse box 1514 is angled with respect to a horizontal plane. In various embodiments, a 12V charger and/or USB plug is positioned within the console 1500 and is accessible through an opening (not shown) in the side of the storage container 1512 when the storage container 1512 is positioned within the console 1500 and also when the storage container is removed from the console 1500.
Referring now to fig. 138-139, a dashboard 1520 includes a mounting system 1521. In the current embodiment, the mounting system 1521 includes a plurality of mounting bosses 1523 that extend on the bottom of the upper surface 1525 of the instrument panel 1520. The upper surface 1525 includes covers 1522 that cover the upper boundaries of the mounting bosses 1523. The cover 1522 is a thin layer of material and may be punched through, allowing access to the mounting bosses 1523. In the current embodiment, the mounting boss 1523 receives the threaded rod of an accessory mount (not shown) and provides a location for mounting a phone, tablet, display, radio, and the like. The mounting system 1521 further includes support brackets 1524 that extend between the mounting bosses 1523 to provide additional rigidity to the mounting system 1521 when the accessory is installed and extends through the mounting bosses 1523. In the current embodiment, the dashboard 1520 further includes an open storage bin 1526 that is positioned longitudinally forward of the mounting system 1521 and may include a friction pad or other treated surface configured to substantially retain objects and prevent substantial movement.
The rear seating area 1334 is now explained in more detail with reference to fig. 141-150. The rear seating area 1334 includes a seat back 1032, a seat bottom 1336, and a lumbar support 1339. In the current embodiment, the rear seating area 1334 is configured to support three occupants. Illustratively, the rear seating area 1334 includes a first seat belt assembly 1340, a second seat belt assembly 1341, and a third seat belt assembly 1342. In the current embodiment, the first and third seat belts assembly 1340, 1342 are each coupled to a downwardly extending frame member 1078.
Referring now to fig. 142-143, the seat back 1032 includes an upper seat frame member 1348 and a frame extension 1343 extending upwardly therefrom. The frame extension 1343 includes a rounded upper boundary and extends upwardly at a location laterally adjacent the headrest frame 1351 of the seat back 1032. The second seat belt assembly 1341 includes an anchor ring 1344 that is coupled to the frame extension 1343 by fasteners 1345. Fasteners 1345 extend through holes 1343a in frame extension 1343. In the current embodiment, the frame extension 1343 is positioned longitudinally rearward of the front surface of the seat back 1032. In addition, the anchoring loop 1344 receives a safety belt 1349 that extends across the chest and thighs of an intermediate passenger (not shown) in the rear seating area 1334.
The seat back 1032 is rotatable about a pivot axis 1033 (fig. 141). In various embodiments, the seat back 1032 may be freely rotatable about the pivot axis 1033. In the current embodiment, the seat back 1032 includes a latch assembly 1320 configured to be actuated by the strap 1323. Illustratively, the strap 1323 is a loop strap and is positioned on a vertical frame member 1325 of the seat back 1032. Vertical frame member 1325 includes an opening 1324 that is sized such that strap 1323 may extend through opening 1324. In various embodiments, the strap 1323 includes wires that extend to one or both lateral boundaries of the seat back 1032 and the latch assembly 1320. The strap 1323 is coupled to a latch mechanism 1320 configured to couple the seat back 1032 to the frame lower portion 1038 or the cab frame 1036. In the current embodiment, the latch mechanism 1320 is a pawl-type latch that couples with the striker pin 1092 (fig. 144). If the seat back 1032 is in the upright position, upon actuation (e.g., pulling) of the strap 1323, the latch mechanism 1320 disengages and is allowed to move away from the striker pin 1092, and the seat back 1032 is able to rotate about the pivot axis 1033. If the seat back 1032 is in the lowered position, the seat back 1032 is latched in the upright position when the seat back 1032 rotates upward to engage the striker pin 1092. The latch mechanism 1320 is coupled to the secondary frame member 1322. The secondary frame member 1322 is a generally u-shaped bracket configured to be coupled to a lateral boundary of the seat back 1032. In various embodiments, the seat back 1032 includes a single latch mechanism 1320 positioned on one lateral boundary of the seat back 1032. In various embodiments, the seat back 1032 includes a pair of latch mechanisms 1320 positioned on both lateral boundaries of the seat back 1032. The seat back 1032 further includes a strap 1338 (fig. 144) configured to be coupled between the seat back 1032 and either the lower frame portion 1038 or a cab frame 1036. In the current embodiment, the strap 1338 is sized such that the rear surface 1034 of the seat back 1032 is generally horizontal and facing upward when the seat back 1032 is rotated to the lowered position.
Referring now to fig. 144-146, the first seat belt assembly 1340 is coupled to the frame member 1078 using an anchor ring 1337. The harness 1346 extends downwardly from the anchoring loop 1337 and is configured to extend over the chest and thighs of a passenger (not shown). The belt retaining assembly 1090 is configured to retain the belt 1346 in a position adjacent to the side of the vehicle 1002. Support plates 1088 extend between the vertical frame members 1048 and the frame members 1078 to provide reinforcement to the cab frame 1036 (fig. 115). Additionally, support plate 1088 provides a mounting location for belt retention assembly 1090, striker pin 1092, and strap 1338. The support plate 1088 includes a pair of first and second holes 1088a, 1088b. In the current embodiment, the strap 1338 includes a mounting plate 1335 positioned at one or both of its boundaries that includes an aperture 1335a. Belt retention assembly 1090 includes a retention member 1100 configured with an aperture 1104. Illustratively, the strap 1338 and the retaining member 1100 are coupled to the support plate 1088 by fasteners 1095 that extend through the holes 1104 and 1335a to couple to the support plate 1088 at the holes 1088b. In various embodiments, the apertures 1088b are threaded, or a receiving member can be positioned on or behind the support plate 1088 to receive the fasteners 1095.
The striker pin 1092 is coupled to a support member 1091. The support member 1091 is generally V-shaped, and includes a lower bend 1096 and a pair of arms 1097. The striker pin 1092 is configured to be received at and coupled to the lower bend 1096 of the support member 1091. The support member 1091 includes a pair of holes 1094 positioned in the arms 1097. The holes 1094 are generally oval, but in various embodiments, the holes 1094 may be other shapes. The support member 1092 further includes a pair of extensions 1098 extending generally transverse to the pair of arms 1097. Each extension 1098 includes a hole 1098a, and a pair of fasteners 1093 are configured to extend through the holes 1098a and couple to the support plate 1088 at the holes 1088a, thereby coupling the support member 1091 to the support plate 1088.
The holding means 1100 comprises a handle 1106 positioned at one distal end thereof. In addition, the holding member 1100 includes an extension 1102 having a generally hook shape at the other distal end thereof. When the retaining member 1100 is coupled to the support plate 1088 by the fasteners 1095, the extension 1102 is positioned to engage the support member 1091 at one of the holes 1094. That is, the extension 1102 is sized to fit within one of the holes 1094. Retaining member 1100 also includes an inner surface 1101 configured to face support plate 1088 when retaining member 1100 is coupled to support plate 1088. The spacers 1105 are positioned around the holes 1104 and are configured to contact the mounting plate 1335 when the retaining member 1100 and the mounting plate 1335 are fastened to the support plate 1088. Additionally, extensions 1103 extend outward, and may be transverse to spacers 1105 and configured to extend through holes 1335a. The mounting plate 1335 may then be rotated about the extensions 1103 and out of contact with the fasteners 1095. The spacer 1105 and the extension 1103 are configured to be integral with the holding member 1100.
The retaining means 1100 comprises a first wall 1101a located adjacent to the extension 1102. Second wall 1101b is positioned to surround spacer 1105 and at least a portion of extension 1103. The second wall 1101b is spaced apart from the first wall 1101a to create a seat belt receiving area 1107. The harness receiving area 1107 is generally sized and shaped to be at least as wide as the harness 1338. As shown in fig. 144, the safety strap 1338 is configured to extend downwardly between the retaining member 1100 and the support plate 1088. Additionally, the first wall 1101a and the second wall 1101b may receive a strap 1338 such that any contact with the fastener 1093 or the fastener 1095 may be limited or eliminated.
The rear seating area 1334 is now explained in more detail with reference to fig. 147-149. Illustratively, a lumbar support 1339 is coupled to the rear seating area 1334. Illustratively, the lumbar support 1339 is coupled to the rear wall 1430 of the rear seating area 1334. In addition, a pair of steps 1469 are integrated with the rear seating area 1334. Illustratively, the seat bottom 1336 is configured to extend outwardly from the rear wall 1430 into the rear seating area 1334. The underside of the seat bottom 1336 is configured to rest on the upper side of the step 1469. In addition, the seat back 1032 is rotatably coupled to the rear seating area 1334 at a position vertically higher than the lumbar support 1339. In the current embodiment, the lumbar support 1339 is configured to support the lower back (i.e., waist) of the occupant. Additionally, as seen in fig. 149, the seat back 1032 is configured to rotate downward such that a back surface 1034 of the seat back 1032 is generally flush with the bottom surface 1610 of the cargo box 1470. Illustratively, as previously described, the strip 1338 has an appropriate length to ensure that the back surface 1034 is generally flush with the bottom surface 1610.
The lumbar support 1339 is generally elongated in the lateral direction so that each occupant within the rear seating area 1334 can utilize the lumbar support 1339. The lumbar support 1334 has an irregularly shaped cross-section that is configured to be ergonomically comfortable for all occupants within the rear seating area 1334. In various embodiments, the lumbar support 1339 is generally sized to extend the width of the rear seating area 1334. The lumbar support 1339 and the seat back 1032 are sized and shaped such that the contour of the lumbar support 1339 generally fits the seat back 1032 when the seat back 1032 is rotated downward. That is, the seat back 1032 is permitted to rotate downward to a flat position that is not inhibited by the lumbar support 1339.
The lumbar support 1339 is positioned below the seat back 1032 and need not be removed from the rear seating area 1334 when the seat back 1032 is rotated downward. Rotating the seat back 1032 forward allows the bottom surface 1610 to extend forward into the rear seating area 1334. At least a portion of the seat bottom 1336 is positioned below the lumbar support 1339 to minimize the head space of an occupant when seated on the seat bottom 1336. The lumbar support 1339 provides additional back support to a seated occupant when positioned in the gap created between the seat bottom 1336 and the seat back 1032.
Referring now to fig. 150-151, the position of the seat back 1032 is explained in more detail. Illustratively, the rear window assembly 1650 includes a first rear window 1651 and a second rear window 1652. A first rear window 1651 extends downwardly and rearwardly from a rear boundary of the roof assembly 1358. In addition, a second rear window 1652 extends downward and forward from a bottom boundary of the first rear window 1651. First and second rear windows 1651, 1652 extend laterally between frame members 1078. The first and second rear windows 1651, 1652 are angled such that a headspace area 1655 is created behind the headrest of the seat back 1032. Illustratively, the rearward boundary of headspace area 1655 is positioned within vertical plane 1660.
Cargo box 1470 has a front wall 1606 that is angled with respect to a vertical plane. Illustratively, the front wall 1606 extends upwardly and rearwardly from a forward boundary 1605 at the bottom of the cargo box 1470. In the current embodiment, the forward boundary 1605 of the cargo box 1470 is positioned forward of the rearward boundary of the first rear window 1651 defined by the vertical plane 1660. In addition, the forward boundary 1605 of the bottom surface is positioned forward of the rearward boundary of the seat back 1032. In various embodiments, the front wall 1606 is shaped such that the cargo box 1470 can tilt up and back and rotate without contacting the rear window assembly 1650 or the seatback 1032.
In various embodiments, the first rear window 1651 and the second rear window 1652 are made of glass. In various embodiments, the first rear window 1651 and the second rear window 1652 are made of polypropylene, plastic, or other transparent material. In various embodiments, the first rear window 1651 and the second rear window 1652 may be made of plastic, metal, or other opaque material. In various embodiments, the first rear window 1651 and the second rear window 1652 may be made of different materials.
Referring now to fig. 152-153, the seal 1720 of the air filter assembly 1700 is explained in more detail. Illustratively, the air filter assembly 1700 includes a body 1710 and a lid 1730. In the current embodiment, the body 1710 and the cap 1730 are generally circular. The body has an extension 1711 that extends around the perimeter of the upper boundary of the body 1710. The cap 1730 includes a generally U-shaped channel 1731 around its perimeter configured to receive the seal 1720. The channel 1731 includes an outer wall 1731a, an inner wall 1731b, and a bridging wall 1731c. Seal 1720 is generally circular and has a generally U-shaped cross-sectional profile. Seal 1720 includes a first arm 1720a, a second arm 1720b, and a bridge 1720c connected between first arm 1720a and second arm 1720 b. A channel 1721 is created between first arm 1720a, second arm 1720b, and bridge 1720c. Illustratively, when the seal 1720 is installed in the u-shaped channel 1731 and the cap 1730 is positioned on the body 1710, the first arm 1720a is positioned between the outer wall 1731a and the extension 1711, the second arm 1720b is positioned between the inner wall 1731b and the extension 1711, and the bridge 1720c is positioned between the bridge wall 1731c and the extension 1711. Illustratively, the first arm 1720a, second arm 1720b, and bridge 1720c extend only partially along an outer wall 1731a, an inner wall 1731b, and a bridge wall 1731c of a channel 1731. That is, a pair of air pockets 1723 are created in the corners of the channel 1731 and a plurality of separate sealing surfaces are created within the u-shaped channel 1731.
In the current embodiment, the cover 1730 is attached to the body 1710 with fasteners 1715. Additionally, an air filter 1702 is positioned within the body 1710. The air filter 1702 is generally cylindrical, but in various embodiments, the air filter 1702 may be shaped in other configurations.
Referring now to fig. 154, an air intake assembly 1740 of the vehicle 1002 is shown. An air intake assembly 1740 is fluidly coupled between air intake 1742 and an engine of a powertrain assembly 1025. Illustratively, a first conduit 1751 is coupled between air inlet 1742 and air filter assembly 1700. Additionally, a second conduit 1770 extends between the air filter assembly 1700 and the intake of the engine. The first conduit 1751 includes an attenuator assembly 1750 that includes a plurality of attenuator tubes 1755. Additionally, the mounting tabs 1756 are coupled to the first conduit 1751 and are configured to couple the first conduit 1751 to the lower frame portion 1038. Additionally, a drain port 1752 is positioned along the bottom boundary of the first conduit 1751. Illustratively, first conduit 1751 has a lowest boundary along horizontal plane 1760. Drain port 1752 is positioned along horizontal plane 1760 and most of the fluid present within first conduit 1751 falls under the force of gravity to drain port 1752. The drain port 1752 is a duckbill type drain port and thus allows fluid to exit the first conduit 1751 while minimizing or preventing air from entering the first conduit 1751.
While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.

Claims (10)

1. A vehicle, comprising:
a frame comprising a lower frame portion;
front and rear ground-contacting members supporting the frame;
a powertrain drivingly coupled to at least one of the front ground contacting member and the rear ground contacting member; and
a seating area supported by the frame, wherein the lower frame portion includes a front frame portion, a pair of longitudinally extending frame members coupled to the front frame portion, and a bracket coupled to the pair of longitudinally extending frame members and the front frame portion and configured to transfer a load received by the front frame portion rearward to at least the pair of longitudinally extending frame members.
2. The vehicle of claim 1, wherein the bracket includes a first portion extending in a first direction and a second portion extending in a second direction different from the first direction.
3. The vehicle of claim 2, wherein the bracket defines an X-shape.
4. The vehicle of claim 1, wherein the lower frame portion further includes a pair of longitudinally extending outer frame members coupled to the front frame portion and a horizontally extending frame member coupling the pair of longitudinally extending frame members and the pair of longitudinally extending outer frame members.
5. The vehicle of claim 1, wherein the bracket includes a first portion extending between a first one of the pair of longitudinally extending frame members and the horizontally extending frame member and a second cross member extending between a second one of the pair of longitudinally extending frame members and the horizontally extending frame member.
6. The vehicle of claim 5, wherein the bracket further comprises a pair of support frame members, a first of the pair of support frame members extending between the first cross member and the horizontally extending frame member and a second of the pair of support frame members extending between the second cross member and the horizontally extending frame member.
7. A vehicle, comprising:
a frame comprising a frame lower portion, wherein the frame lower portion comprises at least a first frame portion and a second frame portion, and the first frame portion comprises at least a first frame member and a second frame member coupled to the first frame member;
a front ground-contacting member and a rear ground-contacting member supporting the frame, and the first frame portion is generally positioned adjacent the front ground-contacting member and the second frame portion is positioned longitudinally rearward of the first frame portion;
a front suspension assembly operatively coupled to the front ground contacting members, and the first and second frame members are positioned adjacent the front suspension assembly;
a powertrain drivingly coupled to at least one of the front ground contacting member and the rear ground contacting member;
a seating area supported by the frame; and
a bumper coupled to the frame lower portion, wherein the bumper is coupled to the second frame member, and the bumper and the first and second frame members are configured to transfer a load received by the bumper at least to the first frame portion and toward the second frame portion.
8. The vehicle of claim 7, wherein the first and second frame members are each U-shaped.
9. The vehicle of claim 7, wherein the second frame member is positioned forward of at least a portion of the front suspension assembly and the first frame member is positioned rearward of the portion of the front suspension assembly.
10. The vehicle of claim 7, wherein the second frame member is positioned longitudinally intermediate the first frame member and the bumper.
CN202210340595.XA 2021-03-31 2022-03-31 Off-road vehicle Pending CN115140203A (en)

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USD1026036S1 (en) 2021-11-22 2024-05-07 Deere & Company Structural coolant tank
USD1026037S1 (en) * 2021-11-22 2024-05-07 Deere & Company Structural coolant tank

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